2004 TJ Service Manual

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2004 TJ Jeep Wrangler

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Daim lerChrysler Corporation
UNITED STATES and CANADA
The special service tools referred to herein are required for certain service oper-
ations. These special service tools or their equivalent, if not obtainable through a
local source, are available through the follow ing outlet.
28635 M ound Road, Warren, M ichigan 48092, U.S.A.
M ILLER SPECIAL TOOLS

SPX Corporation
Telephone 1-800-801-5420 FAX 1-800-578-7375
INTERNATIONAL
The special service tools referred to herein are required for certain service oper-
ations. These special service tools or their equivalent, if not obtainable through a
local source, are available through the follow ing outlet.
28635 M ound Road, Warren, M ichigan 48092, U.S.A.
M ILLER SPECIAL TOOLS

SPX Corporation
Telephone 1-507-455-7320 FAX 1-800-578-7375
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FOREWORD
The information contained in this service manual has been prepared for the professional automotive tech-
nician involved in daily repair operations. Information describing the operation and use of standard and
optional equipment is included in the Owners Manual provided with the vehicle.
Information in this manual is divided into groups. These groups contain description, operation, diagnosis,
testing, adjustments, removal, installation, disassembly, and assembly procedures for the systems and compo-
nents. To assist in locating a group title page, use the Group Tab Locator on the following page. The solid bar
after the group title is aligned to a solid tab on the first page of each group. The first page of the group has
a contents section that lists major topics within the group. If you are not sure which Group contains the infor-
mation you need, look up the Component/System in the alphabetical index located in the rear of this manual.
A Service Manual Comment form is included at the rear of this manual. Use the form to provide
DaimlerChrysler Corporation with your comments and suggestions.
Tightening torques are provided as a specific value throughout this manual. This value represents the
midpoint of the acceptable engineering torque range for a given fastener application. These torque values are
intended for use in service assembly and installation procedures using the correct OEM fasteners. When
replacing fasteners, always use the same type (part number) fastener as removed.
DaimlerChrysler Corporation reserves the right to change testing procedures, specifications, diagnosis,
repair methods, or vehicle wiring at any time without prior notice or incurring obligation.
NEXT PAGE
GROU P TAB LOCAT OR
Introduction
0 Lubrication & Maintenance
2 Suspension
3 Differential & Driveline
5 Brakes
6 Clutch
7 Cooling
8A Audio/Video
8B Chime/Buzzer
8E Electronic Control Modules
8F Engine Systems
8G Heated Systems
8H Horn
8I Ignition Control
8J Instrument Cluster
8L Lamps
8N Power System
8O Restraints
8P Speed Control
8Q Vehicle Theft Security
8R Wipers/Washers
8W Wiring
9 Engine
11 Exhaust System
13 Frame & Bumpers
14 Fuel System
19 Steering
21 Transmission and Transfer Case
22 Tires/Wheels
23 Body
24 Heating & Air Conditioning
25 Emissions Control
Component and System Index
Service Manual Comment Forms (Rear of Manual)

TJ INTRODUCTION 1
INTRODUCTION
TABLE OF CON T EN T S
page page
VEHICLE IDENTIFICATION NUMBER FASTENER IDENTIFICATION

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...1 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
VEHICLE EMISSION CONTROL INFORMATION FASTENER USAGE
(VECI) LABEL DESCRIPTION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...2 DESCRIPTION - FASTENER USAGE . . . . . . . . 9
VEHICLE CERTIFICATION LABEL DESCRIPTION - THREADED HOLE REPAIR . . 9
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...2 METRIC SYSTEM
BODY CODE PLATE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
DESCRIPTION TORQUE REFERENCES
BODY CODE PLATE . . . . . . . . . . . . . . . . . ...3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
INTERNATIONAL SYMBOLS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...5
V EH I CLE I DEN T I FI CAT I ON Vehicle Safety Certification Label.

Frame rail.
N U M BER To protect the consumer from theft and possible
fraud the manufacturer is required to include a
DESCRIPTION Check Digit at the ninth position of the Vehicle Iden-
The Vehicle Identification Number (VIN) plate is tification Number. The check digit is used by the
located on the lower windshield fence near the left manufacturer and government agencies to verify the
A-pillar. The VIN contains 17 characters that provide authenticity of the vehicle and official documenta-
data concerning the vehicle. Refer to the VIN decod- tion. The formula to use the check digit is not
ing chart to determine the identification of a vehicle. released to the general public.
The Vehicle Identification Number is also
imprinted on the:
V EH I CLE I DEN T I FI CAT I ON N U M BER DECODI N G CH ART
POSITION INTERPRETATION CODE = DESCRIPTION

1 Country of Origin 1 = Manufactured By DaimlerChrysler
Corporation
2 Make J = Jeep
3 Vehicle Type 4 = MPV
4 Gross Vehicle Weight Rating E = 3001-4000 lbs.
F = 4001-5000 lbs.
5 Vehicle Line A = Wrangler 4X4 (LHD)
4 = Wrangler 4X4 (RHD)
6 Series 2 = SE
3=X
4 = Sport
5 = Sahara
6 = Rubicon
7 Body Style 9 = Open Body
8 Engine 1 = 2.4L 4 cyl DOHC Gasoline
S = 4.0L 6 cyl Gasoline
2 INTRODUCTION TJ
V EH I CLE I DEN T I FI CAT I ON N U M BER (Cont inue d)
POSITION INTERPRETATION CODE = DESCRIPTION

9 Check Digit 0 through 9 or X
10 Model Year 4=2004
11 Assembly Plant P = Toledo #2
12 thru 17 Vehicle Build Sequence
V EH I CLE EM I SSI ON CON T ROL V EH I CLE CERT I FI CAT I ON

I N FORM AT I ON (V ECI ) LABEL LABEL
DESCRIPTION DESCRIPTION
All models have a Vehicle Emission Control Infor- A vehicle certification label (Fig. 2) is attached to
mation (VECI) Label. DaimlerChrysler permanently every DaimlerChrysler Corporation vehicle. The label
attaches the label in the engine compartment (Fig. certifies that the vehicle conforms to all applicable
1). It cannot be removed without defacing informa- Federal Motor Vehicle Standards. The label also lists:
tion and destroying the label. Month and year of vehicle manufacture.
The label contains the vehicles emission specifica- Gross Vehicle Weight Rating (GVWR). The gross
tions and vacuum hose routings. All hoses must be front and rear axle weight ratings (GAWRs) are
connected and routed according to the label. based on a minimum rim size and maximum cold tire
The VECI label contains the following: inflation pressure.
Engine family and displacement Vehicle Identification Number (VIN).
Evaporative family Type of vehicle.
Emission control system schematic Type of rear wheels.
Certification application Bar code.
Engine timing specifications (if adjustable) Month, Day and Hour (MDH) of final assembly.
Idle speeds (if adjustable) Paint and Trim codes.
Spark plug and gap Country of origin.
The label also contains an engine vacuum sche- The label is located on the driver-side door shut-
matic. These labels are permanently attached and face.
cannot be removed without defacing information and
destroying label.
Fig. 2 VEHICLE CERTIFICATION LABEL - TYPICAL
Fig. 1 VECI Label Location

1 - VECI LABEL
TJ INTRODUCTION 3
BODY CODE PLAT E The last code imprinted on a vehicle code plate will
be followed by the imprinted word END. When two
vehicle code plates are required, the last available
DESCRI PT I ON spaces on the first plate will be imprinted with the
letters CTD (for continued).
BODY CODE PLATE When a second vehicle code plate is necessary, the
A metal body code plate is attached to the floor pan first four spaces on each row will not be used because
under the drivers seat (Fig. 3). Disengage the snaps of the plate overlap.
attaching the carpet to the floor pan to read the
information. There are seven lines of information on
the body code plate. Lines 4, 5, 6, and 7 are not used
to define service information. Information reads from
left to right, starting with line 3 in the center of the
plate to line 1 at the bottom of the plate (Fig. 4).
Fig. 4 Body Code Plate Decoding

1 - PRIMARY PAINT
2 - SECONDARY PAINT
3 - ROOF
4 - CAR LINE SHELL
5 - ENGINE
6 - TRIM
7 - VIN
8 - MARKET
Fig. 3 Body Code Plate Location 9 - TRANSMISSION
10 - PAINT PROCEDURE
1 - SNAP 11 - VEHICLE ORDER NUMBER
2 - REAR CARPET
3 - BODY CODE PLATE
4 - SNAP
5 - FLOOR PAN
6 - FRONT CARPET
4 INTRODUCTION TJ
BODY CODE PLAT E (Cont inue d)
BODY CODE PLATE LINE 3 DIGITS 10 THROUGH 13
Secondary Paint
DIGITS 1 THROUGH 12
Vehicle Order Number DIGIT 14
Open Space
DIGITS 13, 14, AND 15
Roof DIGITS 15 THROUGH 18
VJN = Soft Top White Interior Trim Code
VJU = Soft Top Spice
VJX = Soft Top Black DIGIT 19
VKN = Hard Top White Open Space
VKU = Hard Top Spice
VKX = Hard Top Black DIGITS 20, 21, AND 22
Engine Code
DIGITS 16, 17, AND 18 ED1 = 2.4L 4 cyl. MPI Gasoline
Car Line Shell ERH = 4.0L 6 cyl. MPI Gasoline
TJJ = Wrangler (LHD)
TJU = Wrangler (RHD) BODY CODE PLATE LINE 1
DIGIT 19 DIGITS 1, 2, AND 3
Price Class Transmission Codes
L = Wrangler (All) DDD = NV3550 5 - speed Manual
DDK = AX15 5 - speed Manual
DIGITS 20 AND 21 DG6 = 42RLE 4 - speed Automatic
Body Type
77 = Wheel Base (93.4 in.) DIGIT 4
Open Space
BODY CODE PLATE LINE 2
DIGIT 5
DIGITS 1, 2, AND 3 Market Code
Paint Procedure B = International
DIGIT 4 DIGIT 6
Open Space Open Space
DIGITS 5 THROUGH 8 DIGITS 7 THROUGH 23

Primary Paint Vehicle Identification Number (VIN)
(Refer to 23 - BODY/PAINT - SPECIFICATIONS) (Refer to VEHICLE DATA/VEHICLE INFORMA-
for color codes. TION/VEHICLE IDENTIFICATION NUMBER -
DESCRIPTION) for breakdown of VIN code.
DIGIT 9
Open Space
TJ INTRODUCTION 5
I N T ERN AT I ON AL SY M BOLS
DESCRIPTION
The graphic symbols illustrated in the following
International Control and Display Symbols Chart
(Fig. 5) are used to identify various instrument con-
trols. The symbols correspond to the controls and dis-
plays that are located on the instrument panel.
Fig. 5 INTERNATIONAL CONTROL AND DISPLAY SYMBOLS

1 High Beam 13 Rear Window Washer
2 Fog Lamps 14 Fuel
3 Headlamp, Parking Lamps, Panel Lamps 15 Engine Coolant Temperature
4 Turn Warning 16 Battery Charging Condition
5 Hazard Warning 17 Engine Oil
6 Windshield Washer 18 Seat Belt
7 Windshield Wiper 19 Brake Failure
8 Windshield Wiper and Washer 20 Parking Brake
9 Windscreen Demisting and Defrosting 21 Front Hood
10 Ventilating Fan 22 Rear hood (Decklid)
11 Rear Window Defogger 23 Horn
12 Rear Window Wiper 24 Lighter
6 INTRODUCTION TJ
FAST EN ER I DEN T I FI CAT I ON

DESCRIPTION
The SAE bolt strength grades range from grade 2
to grade 8. The higher the grade number, the greater
the bolt strength. Identification is determined by the
line marks on the top of each bolt head. The actual
bolt strength grade corresponds to the number of line
marks plus 2. The most commonly used metric bolt
strength classes are 9.8 and 10.9. The metric
strength class identification number is imprinted on
the head of the bolt. The higher the class number,
the greater the bolt strength. Some metric nuts are
imprinted with a single-digit strength class on the
nut face. Refer to the Fastener Identification and
Fastener Strength Charts (Fig. 6) and (Fig. 7).
TJ INTRODUCTION 7
FAST EN ER I DEN T I FI CAT I ON (Cont inue d)
Fig. 6 FASTENER IDENTIFICATION

8 INTRODUCTION TJ
FAST EN ER I DEN T I FI CAT I ON (Cont inue d)
Fig. 7 FASTENER STRENGTH

TJ INTRODUCTION 9
FAST EN ER U SAGE
DESCRI PT I ON
DESCRIPTION - FASTENER USAGE
WARNING: USE OF AN INCORRECT FASTENER
MAY RESULT IN COMPONENT DAMAGE OR PER-
SONAL INJURY.
Fasteners and torque specifications references in

this Service Manual are identified in metric and SAE
format.
During any maintenance or repair procedures, it is
important to salvage all fasteners (nuts, bolts, etc.)
for reassembly. If the fastener is not salvageable, a
fastener of equivalent specification must be used.
DESCRIPTION - THREADED HOLE REPAIR

Most stripped threaded holes can be repaired using
a Helicoilt. Follow the vehicle or Helicoilt recommen-
dations for application and repair procedures.
10 INTRODUCTION TJ
M ET RI C SY ST EM
DESCRIPTION
The metric system is based on quantities of one,
ten, one hundred, one thousand and one million.
The following chart will assist in converting metric
units to equivalent English and SAE units, or vise
versa.
CON V ERSI ON FORM U LAS AN D EQU I VALEN T VALU ES
MULTIPLY BY TO GET MULTIPLY BY TO GET

in-lbs x 0.11298 = Newton Meters (Nm) Nm x 8.851 = in-lbs
ft-lbs x 1.3558 = Newton Meters (Nm) Nm x 0.7376 = ft-lbs
Inches Hg (60 F) x 3.377 = Kilopascals (kPa) kPa x 0.2961 = Inches Hg
psi x 6.895 = Kilopascals (kPa) kPa x 0.145 = psi
Inches x 25.4 = Millimeters (mm) mm x 0.03937 = Inches
Feet x 0.3048 = Meters (M) M x 3.281 = Feet
Yards x 0.9144 = Meters M x 1.0936 = Yards
mph x 1.6093 = Kilometers/Hr. (Km/h) Km/h x 0.6214 = mph
Feet/Sec x 0.3048 = Meters/Sec (M/S) M/S x 3.281 = Feet/Sec
mph x 0.4470 = Meters/Sec (M/S) M/S x 2.237 = mph
Kilometers/Hr. (Km/h) x 0.27778 = Meters/Sec (M/S) M/S x 3.600 Kilometers/Hr. (Km/h)
COM M ON M ET RI C EQU I VALEN T S
1 inch = 25 Millimeters 1 Cubic Inch = 16 Cubic Centimeters

1 Foot = 0.3 Meter 1 Cubic Foot = 0.03 Cubic Meter
1 Yard = 0.9 Meter 1 Cubic Yard = 0.8 Cubic Meter
1 Mile = 1.6 Kilometers
Refer to the Metric Conversion Chart to convert

torque values listed in metric Newton- meters (Nm).
Also, use the chart to convert between millimeters
(mm) and inches (in.) (Fig. 8).
TJ INTRODUCTION 11
M ET RI C SY ST EM (Cont inue d)
Fig. 8 METRIC CONVERSION CHART

12 INTRODUCTION TJ
T ORQU E REFEREN CES tions Chart for torque references not listed in the
individual torque charts (Fig. 9).
DESCRIPTION
Individual Torque Charts appear within many or
the Groups. Refer to the Standard Torque Specifica-
Fig. 9 TORQUE SPECIFICATIONS

TJ LUBRICATION & MAINTENANCE 0-1
LUBRICATION & MAINTENANCE

page page
INTERNATIONAL SYMBOLS FLUID CAPACITIES

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...1 SPECIFICATIONS - FLUID CAPACITIES . . . . . . . 6
PARTS & LUBRICANT RECOMMENDATION MAINTENANCE SCHEDULES
DESCRIPTION - LUBRICANT DESCRIPTION
RECOMMENDATIONS . . . . . . . . . . . . . . . . ...1 DESCRIPTION DOMESTIC SCHEDULES . . . 7
FLUID TYPES DESCRIPTION GASOLINE ENGINES
DESCRIPTION EXPORT SCHEDULES . . . . . . . . . . . . . . . . . . 13
DESCRIPTION - FUEL REQUIREMENTS . . ...2 DESCRIPTION DIESEL ENGINES
DESCRIPTION - ENGINE OIL AND EXPORT SCHEDULES . . . . . . . . . . . . . . . . . . 18
LUBRICANTS . . . . . . . . . . . . . . . . . . . . . . ...3 HOISTING
DESCRIPTION - HOAT COOLANT . . . . . . . ...4 STANDARD PROCEDURE - HOISTING
DESCRIPTION - TRANSFER CASE - NV231 ..5 RECOMMENDATIONS . . . . . . . . . . . . . . . . . . 21
DESCRIPTION - TRANSFER CASE - NV241 ..5 TOWING
DESCRIPTION - AXLE LUBRICATION . . . . ...5 STANDARD PROCEDURE - TOWING
DESCRIPTION - MANUAL TRANSMISSION ...5 RECOMMENDATIONS . . . . . . . . . . . . . . . . . . 22
DESCRIPTION - AUTOMATIC JUMP STARTING
TRANSMISSION FLUID . . . . . . . . . . . . . . . ...6 STANDARD PROCEDURE - JUMP STARTING
DESCRIPTION - POWER STEERING FLUID ..6 PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . 23
OPERATION - AUTOMATIC TRANSMISSION EMERGENCY TOW HOOKS
FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...6 DESCRIPTION EMERGENCY TOW HOOKS . 24
I N T ERN AT I ON AL SY M BOLS PART S & LU BRI CAN T

RECOM M EN DAT I ON
DESCRIPTION
DaimlerChrysler Corporation uses international DESCRIPTION - LUBRICANT
symbols to identify engine compartment lubricant
and fluid inspection and fill locations (Fig. 1). RECOMMENDATIONS
Chassis
Component Fluid, Lubricant, or Genuine Part

Steering Gear MoparT Multi-Purpose Lubricant
& Linkage, Ball NLGI Grade 2 EP, GC-LB
Joints, Prop
Shafts &
Yokes, Wheel
Bearings
Fig. 1 INTERNATIONAL SYMBOLS

0-2 LUBRICATION & MAINTENANCE TJ
PART S & LU BRI CAN T RECOM M EN DAT I ON (Cont inue d)
Body (the Worldwide Fuel Charter, WWFC) to define fuel
properties necessary to deliver enhanced emissions,
performance and durability for your vehicle. We rec-
Component Fluid, Lubricant, or Genuine Part
ommend the use of gasolines that meet the WWFC
Hinges: specifications if they are available.
Door And MoparT Engine Oil
Hood REFORMULATED GASOLINE
Many areas of the country require the use of
Liftgate MoparT Multi-Purpose Lube NLGI
cleaner burning gasoline referred to as reformu-
Grade 2 EP, GC-LB
lated gasoline. Reformulated gasoline contain oxy-
Latches: genates, and are specifically blended to reduce
Door, MoparT Multi-Purpose Lube NLG vehicle emissions and improve air quality.
Hood/Safety Grade 2 EP, GC-LB We strongly support the use of reformulated gaso-
Catch, Liftgate line. Properly blended reformulated gasoline will pro-
vide excellent performance and durability for the
Seat MoparT Multi-Purpose Lube NLGI
engine and fuel system components.
Regulator & Grade 2 EP, GC-LB
Track
GASOLINE/OXYGENATE BLENDS
Window MoparT Spray White Lube Some fuel suppliers blend unleaded gasoline with
System oxygenates such as 10% ethanol, MTBE, and ETBE.
Components Oxygenates are required in some areas of the country
Lock MoparT Lock Cylinder Lube during the winter months to reduce carbon monoxide
Cylinders emissions. Fuels blended with these oxygenates may
Parking Brake MoparT Wheel Brg. Grease NLGI be used in your vehicle.
Mechanism Grade 1, GC-LBB
CAUTION: DO NOT use gasoline containing METH-
Soft Top MoparT Soft Top Zipper Cleaner & ANOL. Gasoline containing methanol may damage
Lubricant critical fuel system components.
FLU I D T Y PES MMT IN GASOLINE

MMT is a manganese-containing metallic additive
that is blended into some gasoline to increase octane.
DESCRI PT I ON Gasoline blended with MMT provide no performance
advantage beyond gasoline of the same octane num-
DESCRIPTION - FUEL REQUIREMENTS ber without MMT. Gasoline blended with MMT
Your engine is designed to meet all emissions reg- reduce spark plug life and reduce emission system
ulations and provide excellent fuel economy and per- performance in some vehicles. We recommend that
formance when using high quality unleaded regular gasolines free of MMT be used in your vehicle. The
gasoline having an octane rating of 87. The routine MMT content of gasoline may not be indicated on the
use of premium gasoline is not recommended. Under gasoline pump; therefore, you should ask your gaso-
normal conditions the use of premium fuel will not line retailer whether or not his/her gasoline contains
provide a benefit over high quality regular gasolines MMT.
and in some circumstances may result in poorer per- It is even more important to look for gasoline with-
formance. out MMT in Canada because MMT can be used at
Light spark knock at low engine speeds is not levels higher than allowed in the United States.
harmful to your engine. However, continued heavy MMT is prohibited in Federal and California refor-
spark knock at high speeds can cause damage and mulated gasoline.
immediate service is required. Engine damage result-
ing from operation with a heavy spark knock may SULFUR IN GASOLINE
not be covered by the new vehicle warranty. If you live in the northeast United States, your
Poor quality gasoline can cause problems such as vehicle may have been designed to meet California
hard starting, stalling and hesitations. If you experi- low emission standards with Cleaner-Burning Cali-
ence these symptoms, try another brand of gasoline fornia reformulated gasoline with low sulfur. If such
before considering service for the vehicle. fuels are not available in states adopting California
Over 40 auto manufacturers world-wide have emission standards, your vehicles will operate satis-
issued and endorsed consistent gasoline specifications factorily on fuels meeting federal specifications, but
FLU I D T Y PES (Cont inue d)
emission control system performance may be DESCRIPTION - ENGINE OIL AND LUBRICANTS
adversely affected. Gasoline sold outside of California
is permitted to have higher sulfur levels which may WARNING: NEW OR USED ENGINE OIL CAN BE
affect the performance of the vehicles catalytic con- IRRITATING TO THE SKIN. AVOID PROLONGED OR
verter. This may cause the Malfunction Indicator REPEATED SKIN CONTACT WITH ENGINE OIL.
Lamp (MIL), Check Engine or Service Engine Soon CONTAMINANTS IN USED ENGINE OIL, CAUSED BY
light to illuminate. We recommend that you try a dif- INTERNAL COMBUSTION, CAN BE HAZARDOUS TO
ferent brand of unleaded gasoline having lower sulfur YOUR HEALTH. THOROUGHLY WASH EXPOSED
to determine if the problem is fuel related prior to SKIN WITH SOAP AND WATER. DO NOT WASH
returning your vehicle to an authorized dealer for SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR
service. SOLVENTS, HEALTH PROBLEMS CAN RESULT. DO
NOT POLLUTE, DISPOSE OF USED ENGINE OIL
CAUTION: If the Malfunction Indicator Lamp (MIL), PROPERLY. CONTACT YOUR DEALER OR GOVERN-
Check Engine or Service Engine Soon light is flash- MENT AGENCY FOR LOCATION OF COLLECTION
ing, immediate service is required; see on-board CENTER IN YOUR AREA.
diagnostics system section.
When service is required, DaimlerChrysler Corpo-
ration recommends that only Mopart brand parts,
MATERIALS ADDED TO FUEL lubricants and chemicals be used. Mopart provides
All gasoline sold in the United States and Canada the best engineered products for servicing
are required to contain effective detergent additives. DaimlerChrysler Corporation vehicles.
Use of additional detergents or other additives is not Only lubricants bearing designations defined by
needed under normal conditions. the following organization should be used.
Society of Automotive Engineers (SAE)
FUEL SYSTEM CAUTIONS American Petroleum Institute (API)
National Lubricating Grease Institute (NLGI)
CAUTION: Follow these guidelines to maintain your
vehicles performance: API SERVICE GRADE CERTIFIED
Use an engine oil that is API Certified. MOPARt
The use of leaded gas is prohibited by Federal
law. Using leaded gasoline can impair engine perfor- provides engine oils, that meet or exceed this
requirement.
mance, damage the emission control system, and
could result in loss of warranty coverage.
An out-of-tune engine, or certain fuel or ignition
SAE VISCOSITY
An SAE viscosity grade is used to specify the vis-
malfunctions, can cause the catalytic converter to
cosity of engine oil. Use only engine oils with multi-
overheat. If you notice a pungent burning odor or
ple viscosities such as 5W-30 or 10W-30. These are
some light smoke, your engine may be out of tune or
specified with a dual SAE viscosity grade which indi-
malfunctioning and may require immediate service.
cates the cold-to-hot temperature viscosity range.
Contact your dealer for service assistance.
Select an engine oil that is best suited to your par-
When pulling a heavy load or driving a fully
ticular temperature range and variation (Fig. 2).
loaded vehicle when the humidity is low and the tem-
perature is high, use a premium unleaded fuel to
help prevent spark knock. If spark knock persists,
lighten the load, or engine piston damage may result.
The use of fuel additives which are now being
sold as octane enhancers is not recommended. Most
of these products contain high concentrations of
methanol. Fuel system damage or vehicle perfor-
mance problems resulting from the use of such fuels
or additives is not the responsibility of
DaimlerChrysler Corporation and may not be covered
under the new vehicle warranty.
NOTE: Intentional tampering with emissions control

systems can result in civil penalties being assessed Fig. 2 Temperature/Engine Oil Viscosity
against you.
ENERGY CONSERVING OIL SPECIALIZED LUBRICANTS AND OILS
An Energy Conserving type oil is recommended for Some maintenance or repair procedures may
gasoline engines. The designation of ENERGY CON- require the use of specialized lubricants or oils. Con-
SERVING is located on the label of an engine oil consult the appropriate sections in this manual for the
tainer. correct application of these lubricants.
CONTAINER IDENTIFICATION DESCRIPTION - HOAT COOLANT

Standard engine oil identification notations have
been adopted to aid in the proper selection of engine WARNING: ANTIFREEZE IS AN ETHYLENE-GLYCOL
oil. The identifying notations are located on the front BASE COOLANT AND IS HARMFUL IF SWAL-
label of engine oil plastic bottles and the top of LOWED OR INHALED. IF SWALLOWED, DRINK
engine oil cans (Fig. 3). TWO GLASSES OF WATER AND INDUCE VOMIT-
This symbol means that the oil has been certified ING. IF INHALED, MOVE TO FRESH AIR AREA.
by the American Petroleum Institute (API). Diamler- SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT
Chrysler only recommend API Certified engine oils. STORE IN OPEN OR UNMARKED CONTAINERS.
Use Mopart engine oil or equivalent. WASH SKIN AND CLOTHING THOROUGHLY AFTER
COMING IN CONTACT WITH ETHYLENE-GLYCOL.
KEEP OUT OF REACH OF CHILDREN. DISPOSE OF
GLYCOL BASE COOLANT PROPERLY, CONTACT
YOUR DEALER OR GOVERNMENT AGENCY FOR
LOCATION OF COLLECTION CENTER IN YOUR
AREA. DO NOT OPEN A COOLING SYSTEM WHEN
THE ENGINE IS AT OPERATING TEMPERATURE OR
HOT UNDER PRESSURE, PERSONAL INJURY CAN
RESULT. AVOID RADIATOR COOLING FAN WHEN
ENGINE COMPARTMENT RELATED SERVICE IS
Fig. 3 API Certification Mark
PERFORMED, PERSONAL INJURY CAN RESULT.
GEAR LUBRICANTS
SAE ratings also apply to multigrade gear lubri-
cants. In addition, API classification defines the CAUTION: Use of Propylene-Glycol based coolants
lubricants usage. Such as API GL-5 and SAE 75W- is not recommended, as they provide less freeze
90. protection and less corrosion protection.
The cooling system is designed around the coolant.

LUBRICANTS AND GREASES
The coolant must accept heat from engine metal, in
Lubricating grease is rated for quality and usage
the cylinder head area near the exhaust valves and
by the NLGI. All approved products have the NLGI
engine block. Then coolant carries the heat to the
symbol (Fig. 4) on the label. At the bottom of the
radiator where the tube/fin radiator can transfer the
NLGI symbol is the usage and quality identification
heat to the air.
letters. Wheel bearing lubricant is identified by the
The use of aluminum cylinder blocks, cylinder
letter G. Chassis lubricant is identified by the letter
heads, and water pumps requires special corrosion
L. The letter following the usage letter indicates
protection. Mopart Antifreeze/Coolant, 5
the quality of the lubricant. The following symbols
Year/100,000 Mile Formula (MS-9769), or the equiva-
indicate the highest quality.
lent ethylene-glycol base coolant with organic corro-
sion inhibitors (called HOAT, for Hybrid Organic
Additive Technology) is recommended. This coolant
offers the best engine cooling without corrosion when
mixed with 50% ethylene-glycol and 50% distilled
water to obtain a freeze point of -37C (-35F). If it
loses color or becomes contaminated, drain, flush,
and replace with fresh properly mixed coolant solu-
tion.
Fig. 4 NLGI SYMBOL
1 - WHEEL BEARINGS
2 - CHASSIS LUBRICATION
3 - CHASSIS AND WHEEL BEARINGS
CAUTION: MoparT Antifreeze/Coolant, 5 CAUTION: Do not use coolant additives that are
Year/100,000 Mile Formula (MS-9769) may not be claimed to improve engine cooling.
mixed with any other type of antifreeze. Mixing of
coolants other than specified (non-HOAT or other
HOAT), may result in engine damage that may not DESCRIPTION - TRANSFER CASE - NV231
be covered under the new vehicle warranty, and Recommended lubricant for the NV231 transfer
decreased corrosion protection. case is Mopart ATF +4, Automatic Transmission
Fluid.
COOLANT PERFORMANCE
The required ethylene-glycol (antifreeze) and water
DESCRIPTION - TRANSFER CASE - NV241
Recommended lubricant for the NV241 transfer
mixture depends upon climate and vehicle operating
case is Mopart ATF +4, Automatic Transmission
conditions. The coolant performance of various mix-
tures follows: Fluid.
Pure Water-Water can absorb more heat than a
mixture of water and ethylene-glycol. This is for pur- DESCRIPTION - AXLE LUBRICATION
pose of heat transfer only. Water also freezes at a
NOTE: DiamlerChrysler recommends using MoparT
higher temperature and allows corrosion.
lubricants or lubricants of equal quality.
100 percent Ethylene-Glycol-The corrosion
inhibiting additives in ethylene-glycol need the pres-
ence of water to dissolve. Without water, additives FRONT AXLE
form deposits in system. These act as insulation 181 FBI (Model 30) - Mopart Gear Lubricant
causing temperature to rise to as high as 149C 80W-90 (Trailer Towing Mopart Synthetic Gear
(300F). This temperature is hot enough to melt plas- Lubricant 75W-140)
tic and soften solder. The increased temperature can 216 FBI (Model 44) - Mopart Gear Lubricant
result in engine detonation. In addition, 100 percent 80W-90 (Trailer Towing Mopart Synthetic Gear
ethylene-glycol freezes at -22C (-8F). Lubricant 75W-140)
50/50 Ethylene-Glycol and Water-Is the recom- RUBICON 216 FBI (Model 44) - Mopart Syn-
mended mixture, it provides protection against freez- thetic Gear Lubricant 75W-140
ing to -37C (-34F). The antifreeze concentration
must always be a minimum of 44 percent, year-round REAR AXLE
in all climates. If percentage is lower, engine parts 194 RBI (Model 35) - Mopart Gear Lubricant
may be eroded by cavitation. Maximum protection 80W-90 (Trailer Towing Mopart Synthetic Gear
against freezing is provided with a 68 percent anti- Lubricant 75W-140)
freeze concentration, which prevents freezing down to 194 RBI (Model 35) 4.56 Ratio - 2.4 L Enigne
-67.7C (-90F). A higher percentage will freeze at a and 42 RLE Automatic Transmission - Mopart Syn-
warmer temperature. Also, a higher percentage of anti- thetic Gear Lubricant 75W-140
freeze can cause the engine to overheat because spe- 226 RBI (Model 44) - Mopart Gear Lubricant
cific heat of antifreeze is lower than that of water. 80W-90 (Trailer Towing Mopart Synthetic Gear
Lubricant 75W-140)
CAUTION: Richer antifreeze mixtures cannot be RUBICON 226 RBI (Model 44) - Mopart Syn-
measured with normal field equipment and can
thetic Gear Lubricant 75W-140
cause problems associated with 100 percent ethyl-
ene-glycol. NOTE: Trac-lokT equipped axles require 118 ml (4
ounces) of Limited Slip Additive in the lubricant.
COOLANT SELECTION AND ADDITIVES
The use of aluminum cylinder blocks, cylinder
heads and water pumps requires special corrosion DESCRIPTION - MANUAL TRANSMISSION
protection. Only Mopart Antifreeze/Coolant, 5
Year/100,000 Mile Formula (glycol base coolant with NOTE: DaimlerChrysler recommends using MoparT
corrosion inhibitors called HOAT, for Hybrid Organic lubricants or lubricants of equal quality.
Additive Technology) is recommended. This coolant
NV1500 - Mopart Manual Transmission Lubri-
offers the best engine cooling without corrosion when
cant
mixed with 50% distilled water to obtain to obtain a
NV3550 - Mopart Manual Transmission Lubri-
freeze point of -37C (-35F). If it loses color or
cant
becomes contaminated, drain, flush, and replace with
fresh properly mixed coolant solution.
DESCRIPTION - AUTOMATIC TRANSMISSION OPERATION - AUTOMATIC TRANSMISSION

FLUID FLUID
The automatic transmission fluid is selected based
NOTE: Refer to Service Procedures in this group for upon several qualities. The fluid must provide a high
fluid level checking procedures. level of protection for the internal components by
providing a lubricating film between adjacent metal
Mopart ATF +4, Automatic Transmission Fluid is components. The fluid must also be thermally stable
the recommended fluid for DaimlerChrysler auto- so that it can maintain a consistent viscosity through
matic transmissions. a large temperature range. If the viscosity stays con-
Dexron II fluid IS NOT recommended. Clutch stant through the temperature range of operation,
chatter can result from the use of improper transmission operation and shift feel will remain con-
fluid. sistent. Transmission fluid must also be a good con-
Mopart ATF +4, Automatic Transmission Fluid ductor of heat. The fluid must absorb heat from the
when new is red in color. The ATF is dyed red so it internal transmission components and transfer that
can be identified from other fluids used in the vehicle heat to the transmission case.
such as engine oil or antifreeze. The red color is not
permanent and is not an indicator of fluid condition.
As the vehicle is driven, the ATF will begin to look FLU I D CAPACI T I ES
darker in color and may eventually become brown.
This is normal. ATF+4 also has a unique odor that SPECIFICATIONS - FLUID CAPACITIES
may change with age. Consequently, odor and color
cannot be used to indicate the fluid condition or the
need for a fluid change. DESCRIPTION SPECIFICATION
FUEL TANK 19 U.S. Gallons (71.9
FLUID ADDITIVES Liters)****
DaimlerChrysler strongly recommends against the ENGINE OIL
addition of any fluids to the transmission, other than
Engine Oil - with Filter - 3.8 L (4.0 qts.)
those automatic transmission fluids listed above.
2.4L
Exceptions to this policy are the use of special dyes
to aid in detecting fluid leaks. Engine Oil - with Filter - 5.7 L (6.0 qts.)
Various special additives and supplements exist 4.0L
that claim to improve shift feel and/or quality. These ENGINE COOLANT
additives and others also claim to improve converter
Cooling System - 2.4 L 8.5 L (9.0 qts.)
clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been sup- Cooling System - 4.0 L 9.9 L (10.5 qts.)
ported to the satisfaction of DaimlerChrysler and POWER STEERING SYSTEM
these additives must not be used. The use of trans-
Power steering fluid capacities are dependent on
mission sealers should also be avoided, since they
engine/chassis options as well as steering gear/cooler
may adversely affect the integrity of transmission
options. Depending on type and size of internal
seals.
cooler, length and inside diameter of cooler lines, or
use of an auxiliary cooler, these capacities may vary.
DESCRIPTION - POWER STEERING FLUID Refer to 19, Steering for proper fill and bleed
The recommended fluid for the power steering sys- procedures.
tem is Mopart ATF +4.
Mopart ATF+4, when new is red in color. The AUTOMATIC TRANSMISSION
ATF+4 is dyed red so it can be identified from other Service Fill - 42RLE 3.8 L (8.0 pts)
fluids used in the vehicle such as engine oil or anti- O-haul Fill - 42RLE 8.3 L (17.6 pts.)
freeze. The red color is not permanent and is not an
Dry fill capacity Depending on type and size of
indicator of fluid condition, As the vehicle is driven,
internal cooler, length and inside diameter of cooler
the ATF+4 will begin to look darker in color and may
lines, or use of an auxiliary cooler, these figures may
eventually become brown. THIS IS NORMAL.
vary. (Refer to 21 - TRANSMISSION/AUTOMATIC -
ATF+4 also has a unique odor that may change with
42RLE/FLUID - STANDARD PROCEDURE)
age. Consequently, odor and color cannot be used to
indicate the fluid condition or the need for a fluid
change.
FLU I D CAPACI T I ES (Cont inue d)
DESCRIPTION SPECIFICATION Off-road or desert driving

If equipped for and operated with E-85
TRANSFER CASE (ethanol) fuel.
NV231 1.0 L (2.2 pts.)
NV241 2.0 L (4.2 pts.) NOTE: Most vehicles are operated under the condi-
tions listed for Schedule B.
MANUAL TRANSMISSION
NV1500 Approximate dry Second is Schedule A. It is for vehicles that are
fill or fill to bottom edge of 2.3 L (4.8 pts.) not operated under any of the conditions listed under
the fill plug hole. Schedule B.
NV3550 Approximate dry Use the schedule that best describes your driving
fill or fill to bottom edge of 1.98 L (4.2 pts.) conditions. Where time and mileage are listed, follow
fill plug hole. the interval that occurs first.
FRONT AXLE .03 L (1 oz.) CAUTION: Failure to perform the required mainte-
181 FBI (Model 30) 1.2 L (2.5 pts.) nance items may result in damage to the vehicle.
216 RBI (Model 44) 1.89 L (4.0 pts.)
REAR AXLE .03 L (1 oz.) At Each Stop for Fuel
194 RBI (Model 35) 1.66 L (3.5 pts.)* Check the engine oil level about 5 minutes after
a fully warmed engine is shut off. Checking the oil
216 RBI (Model 44) 1.89 L (4.0 pts.)*
level while the vehicle is on level ground will
* With Trac-lok add 118 ml (4.0 oz.) of Limited Slip improve the accuracy of the oil level reading. Add oil
Additive. only when the level is at or below the ADD or MIN
****Nominal refill capacities are shown. A variation mark.
may be observed from vehicle to vehicle due to Check the windshield washer solvent, add as
manufacturing tolerance and refill procedure. required.
Once a Month
M AI N T EN AN CE SCH EDU LES Check the tire pressure and look for unusual
wear or damage.
Inspect the battery and clean and tighten the
DESCRI PT I ON terminals as required.
Check the fluid levels of the coolant reservoir,
DESCRIPTION DOMESTIC SCHEDULES brake master cylinder, power steering, and transmis-
Maintenance Schedule Information not included in sion, and add as needed.
this section, is located in the appropriate Owners Check all lights and all other electrical items for
Manual. correct operation.
There are two maintenance schedules that show
the required service for your vehicle. At Each Oil Change
First is Schedule (B(. It is for vehicles that are Change the engine oil filter.
operated under the conditions that are listed below Inspect the exhaust system.
and at the beginning of the schedule. Inspect brake hoses.
Day or night temperatures are below 0C (32F) Check the coolant level, hoses, and clamps.
Stop and go driving Rotate the tires.
Excessive engine idling Inspect manual transmission fluid level if
Driving in dusty conditions equipped.
Short trips of less than 16.2 km (10 miles) After completion of off-road operation, the
More than 50% of your driving is at sustained underside of the vehicle should be thoroughly
high speeds during hot weather, above 32C (90F) inspected. Examine threaded fasteners for looseness.
Trailer towing
Taxi, police, or delivery service (commercial ser-
vice)
M AI N T EN AN CE SCH EDU LES (Cont inue d)
Schedule B More than 50% of your driving is at sustained
Follow this schedule if you usually operate your high speeds during hot weather, above 32C (90F)
vehicle under one or more of the following conditions. Trailer towing
Day or night temperatures are below 0C (32F) Taxi, police, or delivery service (commercial ser-
Stop and go driving vice)
Excessive engine idling Off-road or desert driving
Driving in dusty conditions If equipped for and operated with E-85
Short trips of less than 16.2 km (10 miles) (ethanol) fuel.
Miles 3,000 6,000 9,000 12,000 15,000

(Kilometers) (5 000) (10 000) (14 000) (19 000) (24 000)
Change the engine oil and engine oil filter. X X X X X
Inspect the engine air filter element, X
replace if necessary.
Lubricate the steering linkage tie rod ends. X X X X X
Lubricate the steering and suspension ball X X
joints.
Inspect the brake linings. X
Drain and refill the front and rear axle fluid X
Miles 18,000 21,000 24,000 27,000 30,000

(Kilometers) (29 000) (34 000) (38 000) (43 000) (48 000)
Inspect the PCV Valve, and replace if X
necessary.L
Replace the spark plugs. X
Lubricate the steering and suspension ball X X X
joints.
Inspect the transfer case fluid, add if X
necessary.
Miles 33,000 36,000 39,000 42,000 45,000

(Kilometers) (53 000) (58 000) (62 000) (67 000) (72 000)
joints.
Miles 33,000 36,000 39,000 42,000 45,000

(Kilometers) (53 000) (58 000) (62 000) (67 000) (72 000)
Inspect the drive belt and replace as X
needed.
Miles 48,000 51,000 54,000 57,000 60,000

(Kilometers) (77 000) (82 000) (86 000) (91 000) (96 000)
necessary.L
Inspect the ignition cables, and replace X
if necessary (2.4L Only).
joints.
Inspect the brake linings. X X
Drain and refill the front and rear axle fluid X X
Drain and refill the automatic transmission X
fluid, and change filter.
needed. Not required if belt was previously.
Drain and refill the transfer case fluid. X
Miles 63,000 66,000 69,000 72,000 75,000

(Kilometers) (101 000) (106 000) (110 000) (115 000) (120 000)
joints.
needed. Not required if belt was previously
replaced.
Miles 78,000 81,000 84,000 87,000 90,000

(Kilometers) (125 000) (130 000) (134 000) (139 000) (144 000)
0 - 10 LUBRICATION & MAINTENANCE TJ
Miles 78,000 81,000 84,000 87,000 90,000

(Kilometers) (125 000) (130 000) (134 000) (139 000) (144 000)
necessary.L
joints.
Replace the timing belt (2.4L Only). X
replaced.
necessary.
Miles 93,000 96,000 99,000 102,000 105,000

(Kilometers) (149 000) (154 000) (158 000) (163 000) (168 000)
joints.
replaced.
Flush and replace the engine coolant. X
Miles 108,000 111,000 114,000 117,000 120,000

(Kilometers) (173 000) (178 000) (182 000) (187 000) (192 000)
necessary.L
Inspect the ignition cables, and replace X
if necessary (2.4L Only).
TJ LUBRICATION & MAINTENANCE 0 - 11
Miles 108,000 111,000 114,000 117,000 120,000

(Kilometers) (173 000) (178 000) (182 000) (187 000) (192 000)
joints.
fluid, and replace main sump filter.
replaced.
Inspection and service should also be performed service or prolonged operation with heavy loading,
anytime a malfunction is observed or suspected. especially in hot weather, require front and rear axle
L This maintenance is recommended by the man- service indicated with a in Schedule B. Perform
ufacturer to the owner, but is not required to main- these services if the vehicle is usually operated under
tain emissions warranty. these conditions.
Off-highway operation, trailer towing, taxi, limou-
sine, bus, snow plowing, or other types of commercial
Schedule A
Miles 6,000 12,000 18,000 24,000 30,000

(Kilometers) (10 000) (19 000) (29 000) (38 000) (48 000)
[Months] [6] [12] [18] [24] [30]
Inspect the engine air filter element, and X
Lubricate the steering linkage joints and X X X X X
outer tie rod ends.
joints.
Inspect the transfer case fluid. X
Miles 36,000 42,000 48,000 54, 000

(Kilometers) (58 000) (67 000) (77 000) (86 000)
[Months] [36] [42] [48] [54]
Change the engine oil and engine oil filter. X X X X
Lubricate the steering and suspension ball joints. X X
Lubricate the steering linkage joints and outer tie rod X X X X
ends.
Miles 60,000 66,000 72,000 78,000

(Kilometers) (96 000) (106 000) (115 000) (125 000)
[Months] [60] [66] [72] [78]
Inspect the engine air filter element, and replace if X
necessary.
Inspect the PCV Valve, and replace if necessary.L X
Replace the ignition cables (2.4L Only). X
ends.
Inspect the drive belt, and replace as needed. X
Inspect the drive belt, and replace as needed. Not X
required if belt was previously replaced.
Flush and replace the engine coolant at 60 months, X
regardless of mileage.
Inspect transfer case fluid. X
Miles 84,000 90,000 96,000 102, 000

(Kilometers) (134 000) (144 000) (154 000) (163 000)
[Months] [84] [90] [96] [102]
Inspect the engine air filter element, and replace if X
necessary.
ends.
Inspect the drive belt, and replace as needed. Not X X
required if previously replaced.
Flush and replace the engine coolant if not done at 60 X
months.
Miles 108,000 114,000 120,000

(Kilometers) (173 000) (182 000) (192 000)
[Months] [108] [114] [120]
Change the engine oil and engine oil filter. X X X
Inspect the engine air filter element, and replace if necessary. X
Miles 108,000 114,000 120,000

(Kilometers) (173 000) (182 000) (192 000)
[Months] [108] [114] [120]
Lubricate the steering linkage joints and outer tie rod ends. X X X
Inspect the drive belt, and replace as needed. Not required if X
previously replaced.
Inspection and service should also be performed CAUTION: Failure to perform the required mainte-
anytime a malfunction is observed or suspected. nance items may result in damage to the vehicle.
L This maintenance is recommended by the man-
ufacturer to the owner, but is not required to main- At Each Stop for Fuel
tain emissions warranty.
Check the engine oil level about 5 minutes after
DESCRIPTION GASOLINE ENGINES level while the vehicle is on level ground will
EXPORT SCHEDULES improve the accuracy of the oil level reading. Add oil
Maintenance Schedule Information not included in only when the level is at or below the ADD or MIN
this section, is located in the appropriate Owners mark.
Manual. Check the windshield washer solvent, add as
There are two maintenance schedules that show required.
the required service for your vehicle.
First is Schedule A. It is for vehicles that are not Once a Month
operated under any of the conditions listed under Check the tire pressure and look for unusual
Schedule B. wear or damage.
Second is Schedule (B(. It is for vehicles that are Inspect the battery and clean and tighten the
operated under the conditions that are listed below terminals as required.
and at the beginning of the schedule. Check the fluid levels of the coolant reservoir,
Day or night temperatures are below 0C (32F). brake master cylinder, power steering, and transmis-
Stop and go driving. sion, and add as needed.
Extensive engine idling. Check all lights and all other electrical items for
Driving in dusty conditions. correct operation.
Short trips of less than 16.2 km (10 miles).
More than 50% of your driving is at sustained At Each Oil Change
high speeds during hot weather, above 32C (90F). Change the engine oil filter.
Trailer towing. Inspect the exhaust system.
Taxi, police, or delivery service (commercial ser- Inspect brake hoses.
vice). Check the coolant level, hoses, and clamps.
Off-road or desert driving. Rotate the tires.
Inspect manual transmission fluid level if
NOTE: Most vehicles are operated under the condi- equipped.
tions listed for Schedule B. After completion of off-road operation, the
underside of the vehicle should be thoroughly
Use the schedule that best describes your driving inspected. Examine threaded fasteners for looseness.
conditions. Where time and mileage are listed, follow
the interval that occurs first.
Schedule A
Kilometers 12 000 24 000 36 000 48 000 60 000

(Miles) (7,500) (15,000) (22,500) (30,000) (37,500)
[Months] [6] [12] [18] [24] [30]
Kilometers 72 000 84 000 96 000 108 000

(Miles) (45,000) (52,500) (60,000) (67,500)
[Months] [36] [42] [48] [54]
Inspect the engine air filter element, replace if X
necessary.
Inspect and replace the PCV valve, if necessaryL. X
Inspect the ignition cables, and replace if necessary X
(2.4L Only).
Inspect and replace the Auto Tension Drive Belt, as X
needed.
Kilometers 120 000 132 000 144 000 156 000

(Miles) (75,000) (82,500) (90,000) (97,500)
[Months] [60] [66] [72] [78]
necessary.
Inspect and replace the PCV valve, if necessary.L X
Inspect the drive belt and replace as needed. Not X X
Flush and replace the engine coolant at 60 months, X
regardless of mileage.
Kilometers 160 000 168 000 180 000 192 000

(Miles) (100,000) (105,000) (112,500) (120,000)
[Months] [84] [90] [96]
Change the engine oil and engine oil filter. X X X
necessary.
Inspect the ignition cables, replace if necessary (2.4L X
Only).
Inspect and replace the PCV valve, if necessary.L X
Inspect the drive belt and replace as needed. Not X X
Flush and replace the engine coolant if not done at 60 X
months.
Drain the transfer case, and refill. X
Inspection and service should also be performed Stop and go driving.

anytime a malfunction is observed or suspected. Extensive engine idling.
L This maintenance is recommended by the man- Driving in dusty conditions.
ufacturer to the owner, but is not required to main- Short trips of less than 16.2 km (10 miles).
tain emissions warranty. More than 50% of your driving is at sustained
high speeds during hot weather, above 32C (90F).
Schedule B Trailer towing.
Follow schedule B if you usually operate your Taxi, police, or delivery service (commercial ser-
vehicle under one or more of the following conditions. vice).
Day or night temperatures are below 0C (32F). Off-road or desert driving.
Kilometers 5 000 10 000 14 000 19 000 24 000

(Miles) (3,000) (6,000) (9,000) (12,000) (15,000)
Kilometers 29 000 34 000 38 000 43 000 48 000

(Miles) (18,000) (21,000) (24,000) (27,000) (30,000)
Inspect and replace the PCV valve, if X
necessary.L
Kilometers 29 000 34 000 38 000 43 000 48 000

(Miles) (18,000) (21,000) (24,000) (27,000) (30,000)
necessary.
Kilometers 53 000 58 000 62 000 67 000 72 000

(Miles) (33,000) (36,000) (39,000) (42,000) (45,000)
needed.
Kilometers 77 000 82 000 86 000 91 000 96 000

(Miles) (48,000) (51,000) (54,000) (57,000) (60,000)
necessary.L
Kilometers 101 000 106 000 110 000 115 000 120 000
(Miles) (63,000) (66,000) (69,000) (72,000) (75,000)
replaced.
Kilometers 125 000 130 000 134 000 139 000 144 000
(Miles) (78,000) (81,000) (84,000) (87,000) (90,000)
necessary.L
replaced.
necessary.
Kilometers 149 000 154 000 158 000 163 000 168 000
(Miles) (93,000) (96,000) (99,000) (102,000) (105,000)
replaced.
Kilometers 173 000 178 000 182 000 187 000 192 000
(Miles) (108,000) (111,000) (114,000) (117,000) (120,000)
necessary.L
replaced.
Inspection and service should also be performed CAUTION: Failure to perform the required mainte-
anytime a malfunction is observed or suspected. nance items may result in damage to the vehicle.
L This maintenance is recommended by the man-
ufacturer to the owner, but is not required to main- At Each Stop for Fuel
tain emissions warranty.
Check the engine oil level about 5 minutes after
Off-highway operation, trailer towing, taxi, limou-
sine, bus, snow plowing, or other types of commercial
level while the vehicle is on level ground will
service or prolonged operation with heavy loading,
improve the accuracy of the oil level reading. Add oil
especially in hot weather, require front and rear axle
only when the level is at or below the ADD or MIN
service indicated with a in Schedule B. Perform
mark.
these services if the vehicle is usually operated under
Check the windshield washer solvent and add if
these conditions.
required.
DESCRIPTION DIESEL ENGINES EXPORT Once a Month
SCHEDULES Check the tire pressure and look for unusual
There are two maintenance schedules that show wear or damage.
the required service for your vehicle. Inspect the battery and clean and tighten the
First is Schedule A. It is for vehicles that are not terminals as required.
operated under any of the conditions listed under Check the fluid levels of coolant deaeration bot-
Schedule 9B9. tle, brake master cylinder, and transmission, and add
Second is Schedule B. It is for vehicles that are as needed.
operated under the conditions that are listed below Check all lights and all other electrical items for
and at the beginning of the schedule. correct operation.
Extensive engine idling.
Driving in dusty conditions. At Each Oil Change
More than 50% of your driving is at sustained Change the engine oil filter.
high speeds during hot weather, above 32 C (90 F). Inspect the exhaust system.
Trailer towing. Inspect the brake hoses.
Taxi, police, or delivery service (commercial ser- Check the manual transmission fluid level if
vice). equipped.
Check the coolant level, hoses, and clamps.
NOTE: Most vehicles are operated under the condi- Inspect engine accessory drive belts. Replace as
tions listed for Schedule (B(. necessary.
Inspect for the presence of water in the fuel fil-
Use the schedule that best describes your driving ter/water separator unit.
conditions. Where time and mileage are listed, follow Rotate the tires.
the interval that occurs first.
Schedule A
Kilometers 20 000 km 40 000 km 60 000 km 80 000 km 100 000

km
Inspect the engine air filter element. X X X
Replace as necessary.
Replace the engine air filter element. X X
Replace the fuel filter/water separator unit. X X X X X
Replace the engine timing belt, and idler X
pulleys.
Inspect timing belt tensioner, and replace if X
necessary.
Inspect the engine accessory drive belt. X X X X
Replace the engine accessory drive belt. X

km
Inspect the ball joints. X X X X X
Kilometers 120 000 140 000 160 000 180 000

km km km km
Inspect the engine accessory drive belts, and replace if X X X X
necessary.
Inspect the engine air filter element. Replace as X X
necessary.
Replace the fuel filter/water separator unit. X X X X
Inspect the ball joints. X X X X
Drain and refill the automatic transmission fluid, change X
sump filter, and cooler return filter (if equipped).
Inspection and service should also be performed Schedule B

anytime a malfunction is observed or suspected. Follow schedule B if you usually operate your
Replace if there is superficial wear, bearing clear- vehicle under one or more of the following conditions.
ance, or evident grease leak. Extensive engine idling.
Driving in dusty conditions.
WARNING: You can be badly injured working on or More than 50% of your driving is at sustained
around a motor vehicle. Do only that service work high speeds during hot weather, above 32 C (90 F).
for which you have the knowledge and the right Trailer towing.
equipment. If you have any doubt about your ability Taxi, police, or delivery service (commercial ser-
to perform a service job, take your vehicle to a vice).
competent mechanic.
Kilometers 10 000 km 20 000 km 30 000 km 40 000 km 50 000 km

Inspect the engine air filter element. X X X
Replace the fuel filter/water separator unit. X X
Replace the engine timing belt and idler X
pulleys.
Inspect the timing belt tensioner. X
Kilometers 10 000 km 20 000 km 30 000 km 40 000 km 50 000 km

Drain and refill the front and rear axle fluid. X X
fluid, and replace sump filter.

km
Inspect the engine air filter element. X X
Replace the engine air filter element. X X X
Replace the fuel filter/water separator unit. X X X
Replace the engine timing belt, idler X
pulleys, and tensioner.
Inspect the brake linings. X X X
Drain and refill the front and rear axle fluid. X X X
fluid, and replace sump filter.
Kilometers 110 000 120 000 130 000 140 000 150 000 160 000
km km km km km km
Change the engine oil and X X X X X X
engine oil filter.
Inspect the engine air filter X X X
element. Replace as
necessary.
Replace the engine air filter X X X
element.
Inspect the engine accessory X X X X X
drive belts, and replace if
necessary.
Replace the engine accessory X
drive belt.
Inspect the timing belt X
tensioner.
Replace the engine timing X
belt and idler pulleys.
Replace the fuel filter/water X X X
separator unit.
Flush and replace the engine X
coolant.
Inspect the ball joints. X X X X X X
Kilometers 110 000 120 000 130 000 140 000 150 000 160 000
km km km km km km
Inspect the brake linings. X X X
Drain and refill the front and X X X
rear axle fluid.
Drain and refill the automatic X
transmission fluid, and
replace sump filter.
Replace the transmission X
cooler return filter (if
equipped).
Inspection and service should also be performed CAUTION: Do not attempt to lift a Jeep vehicle with
anytime a malfunction is observed or suspected. a floor jack positioned under:
Replace if there is superficial wear, bearing clear-
An axle tube.
ance, or evident grease leak.
A body side sill.
A steering linkage component.
H OI ST I N G A drive shaft.
The engine or transmission oil pan.
The fuel tank.
STANDARD PROCEDURE - HOISTING
A front suspension arm.
RECOMMENDATIONS Transfer case.
Refer to the Owners Manual for emergency vehicle
lifting procedures. NOTE: Use the correct sub-frame rail or frame rail
When properly positioned, a floor jack can be used lifting locations only.
to lift a Jeep vehicle (Fig. 5). Support the vehicle in
the raised position with jack stands at the front and
rear ends of the frame rails. HOIST
Refer to the Owners Manual for emergency vehicle
lifting procedures.
A vehicle can be lifted with:
A single-post, frame-contact hoist.
A twin-post, chassis hoist.
A ramp-type, drive-on hoist.
NOTE: When a frame-contact type hoist is used,

verify that the lifting pads are positioned properly.
WARNING: THE HOISTING AND JACK LIFTING

POINTS PROVIDED ARE FOR A COMPLETE VEHI-
CLE. WHEN A CHASSIS OR DRIVETRAIN COMPO-
NENT IS REMOVED FROM A VEHICLE, THE
CENTER OF GRAVITY IS ALTERED MAKING SOME
HOISTING CONDITIONS UNSTABLE. PROPERLY
SUPPORT OR SECURE VEHICLE TO HOISTING
DEVICE WHEN THESE CONDITIONS EXIST.
Fig. 5 Vehicle Lifting Locations

T OWI N G Do not allow passengers to ride in a vehicle

being towed.
Always observe state and local laws regarding
STANDARD PROCEDURE - TOWING
towing regulations.
RECOMMENDATIONS Do not tow a vehicle in a manner that could
DaimlerChrysler Corporation recommends that a jeopardize the safety of the operator, pedestrians or
4WD vehicle be transported on a flat-bed device. A other motorists.
Wheel-lift or front end attached Sling-type device can Do not attach tow chains, T-hooks, J-hooks, or a
be used provided all the wheels are lifted off the tow sling to a bumper, steering linkage, drive shafts
ground using tow dollies (Fig. 6) and (Fig. 7). or a non-reinforced frame hole.
GROUND CLEARANCE
CAUTION: If vehicle is towed with wheels removed,
install lug nuts to retain brake drums.
A towed vehicle should be raised until lifted wheels

are a minimum 100 mm (4 in) from the ground. Be
sure there is adequate ground clearance at the oppo-
site end of the vehicle, especially when towing over
rough terrain or steep rises in the road. If necessary,
remove the wheels from the lifted end of the vehicle
and lower the vehicle closer to the ground, to
increase the ground clearance at the opposite end of
the vehicle. Install lug nuts on wheel attaching studs
to retain brake drums.
FLAT-BED TOWING RAMP ANGLE

If a vehicle with flat-bed towing equipment is used,
the approach ramp angle should not exceed 15
degrees.
Fig. 6 Tow Vehicles With Approved Equipment
VEHICLE TOWING
1 - SLING TYPE
2 - WHEEL LIFT
3 - FLAT BED WARNING: WHEN TOWING A DISABLED VEHICLE
AND THE DRIVE WHEELS ARE SECURED IN A
WHEEL LIFT OR TOW DOLLIES, ENSURE THE
TRANSMISSION IS IN THE PARK POSITION (AUTO-
MATIC TRANSMISSION) OR A FORWARD DRIVE
GEAR (MANUAL TRANSMISSION).DO NOT ATTACH
SLING-TYPE TOWING EQUIPMENT TO THE REAR
OF A TJ.
TOWING-FRONT END LIFTED (WHEEL LIFT)

(1) Raise the rear of the vehicle off the ground and
Fig. 7 Towing With Tow Dollies install tow dollies under rear wheels.
(2) Attach the wheel lift to the front wheels.
1 - TOW DOLLY
SAFETY PRECAUTIONS TOWING-REAR END LIFTED (WHEEL LIFT ONLY)

(1) Raise the front of the vehicle off the ground
Secure loose and protruding parts.
and install tow dollies under front wheels.
Always use a safety chain system that is inde-
(2) Attach the wheel lift to the rear wheels.
pendent of the lifting and towing equipment.
Do not allow towing equipment to contact the
disabled vehicles fuel tank.
TOWING-FRONT END LIFTED (SLING-TYPE)
(1) Raise the rear of the vehicle off the ground and
Do not allow anyone under the disabled vehicle
install tow dollies under rear wheels.
while it is lifted by the towing device.
T OWI N G (Cont inue d)
(2) Attach T-hooks to the access holes on the out- EMERGENCY TOW HOOKS
board side of the frame rails (Fig. 8).
(3) Before tightening the chain, position a protec- WARNING: REMAIN AT A SAFE DISTANCE FROM A
tive pad between the chain and the bumper. VEHICLE THAT IS BEING TOWED VIA ITS TOW
(4) Attach the safety chains to the vehicle (Fig. 9). HOOKS. THE TOW STRAPS/CHAINS COULD BREAK
(5) Turn the ignition switch to the OFF position to AND CAUSE SERIOUS INJURY.
unlock the steering wheel.
Some Jeep vehicles are equipped with front emer-
gency tow hooks. The tow hooks should be used for
EMERGENCY purposes only.
CAUTION: DO NOT use emergency tow hooks for

tow truck hook-up or highway towing.
J U M P START I N G
STANDARD PROCEDURE - JUMP STARTING
PROCEDURE
WARNING: REVIEW ALL SAFETY PRECAUTIONS
AND WARNINGS IN THE BATTERY SYSTEM SEC-
TION OF THE SERVICE MANUAL. (Refer to 8 -
Fig. 8 T-Hook Attachment ELECTRICAL/BATTERY SYSTEM/BATTERY - STAN-
1 - PROTECTIVE PAD
DARD PROCEDURE)
2 - BUMPER DO NOT JUMP START A FROZEN BATTERY,
3 - CHAIN PERSONAL INJURY CAN RESULT.
4 - T-HOOK
5 - ACCESS HOLE
IF EQUIPPED, DO NOT JUMP START WHEN
6 - FRAME MAINTENANCE FREE BATTERY INDICATOR DOT IS
YELLOW OR BRIGHT COLOR.
DO NOT JUMP START A VEHICLE WHEN THE
BATTERY FLUID IS BELOW THE TOP OF LEAD
PLATES.
DO NOT ALLOW JUMPER CABLE CLAMPS TO
TOUCH EACH OTHER WHEN CONNECTED TO A
BOOSTER SOURCE.
DO NOT USE OPEN FLAME NEAR BATTERY.
REMOVE METALLIC JEWELRY WORN ON
HANDS OR WRISTS TO AVOID INJURY BY ACCI-
DENTAL ARCING OF BATTERY CURRENT.
WHEN USING A HIGH OUTPUT BOOSTING
DEVICE, DO NOT ALLOW BATTERY VOLTAGE TO
EXCEED 16 VOLTS. REFER TO INSTRUCTIONS
PROVIDED WITH DEVICE BEING USED.
FAILURE TO FOLLOW THESE INSTRUCTIONS MAY
RESULT IN PERSONAL INJURY.
Fig. 9 Safety Chain Attachment
1 - SAFETY CHAIN
CAUTION: When using another vehicle as a
RECREATIONAL TOWING booster, do not allow vehicles to touch. Electrical
systems can be damaged on either vehicle.
Refer to the Owners Manual for towing procedures.
J U M P START I N G (Cont inue d)
TO JUMP START A DISABLED VEHICLE:
(1) Raise hood on disabled vehicle and visually
inspect engine compartment for:
Generator drive belt condition and tension.
Fuel fumes or leakage, correct if necessary.
Frozen battery.
Yellow or bright color test indicator, if equipped.
Low battery fluid level.
CAUTION: If the cause of starting problem on dis-

abled vehicle is severe, damage to booster vehicle
charging system can result.
(2) When using another vehicle as a booster

source, turn off all accessories, place gear selector in
park or neutral, set park brake or equivalent and
operate engine at 1200 rpm.
(3) On disabled vehicle, place gear selector in park Fig. 10 Jumper Cable Clamp Connections
or neutral and set park brake or equivalent. Turn 1 - ENGINE GROUND
OFF all accessories. 2 - NEGATIVE JUMPER CABLE
(4) Connect jumper cables to booster battery. RED 3 - BATTERY NEGATIVE CABLE
4 - POSITIVE JUMPER CABLE
clamp to positive terminal (+). BLACK clamp to neg- 5 - BATTERY POSITIVE CABLE
ative terminal (-). DO NOT allow clamps at opposite 6 - BATTERY
end of cables to touch, electrical arc will result (Fig. 7 - TEST INDICATOR (IF EQUIPPED)
10). Review all warnings in this procedure.
Disconnect RED cable clamp from battery posi-
(5) On disabled vehicle, connect RED jumper cable
tive terminal on disabled vehicle.
clamp to battery positive (+) terminal. Connect
BLACK jumper cable clamp to the engine as close to
the ground cable connection as possible (Fig. 10). EM ERGEN CY T OW H OOK S
CAUTION: Do not crank starter motor on disabled
vehicle for more than 15 seconds, starter will over- DESCRIPTION EMERGENCY TOW HOOKS
heat and could fail.
WARNING: REMAIN AT A SAFE DISTANCE FROM A
(6) Allow battery in disabled vehicle to charge to VEHICLE THAT IS BEING TOWED VIA ITS TOW
at least 12.4 volts (75% charge) before attempting to HOOKS. THE TOW STRAPS/CHAINS COULD BREAK
start engine. If engine does not start within 15 sec- AND CAUSE SERIOUS INJURY.
onds, stop cranking engine and allow starter to cool
Some Jeep vehicles are equipped with front emer-
(15 min.), before cranking again.
gency tow hooks. The tow hooks should be used for
EMERGENCY purposes only.
DISCONNECT CABLE CLAMPS AS FOLLOWS:
Disconnect BLACK cable clamp from engine CAUTION: DO NOT use emergency tow hooks for
ground on disabled vehicle. tow truck hook-up or highway towing.
When using a Booster vehicle, disconnect
BLACK cable clamp from battery negative terminal.
Disconnect RED cable clamp from battery positive
terminal.
TJ SUSPENSION 2-1
SUSPENSION
page page
WHEEL ALIGNMENT ......................1 REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
WH EEL ALI GN M EN T
TABLE OF CONTENTS
page page
WHEEL ALIGNMENT STANDARD PROCEDURE - CASTER . . . . . . . 4

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .....1 STANDARD PROCEDURE - TOE POSITION . . 4
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .....1 SPECIFICATIONS
DIAGNOSIS AND TESTING - SUSPENSION ALIGNMENT SPECIFICATIONS . . . . . . . . . . . . 5
AND STEERING SYSTEM . . . . . . . . . . . .....2
STANDARD PROCEDURE
STANDARD PROCEDURE - CAMBER . . .....4
WH EEL ALI GN M EN T OPERATION

CASTER is the forward or rearward tilt of the
DESCRIPTION steering knuckle from vertical. Tilting the top of the
Wheel alignment involves the correct positioning of knuckle rearward provides positive caster. Tilting the
the wheels in relation to the vehicle. The positioning top of the knuckle forward provides negative caster.
is accomplished through suspension and steering Caster is a directional stability angle. This angle
linkage adjustments. An alignment is considered enables the front wheels to return to a straight
essential for efficient steering, good directional stabil- ahead position after turns (Fig. 1)
ity and to minimize tire wear. The most important CAMBER is the inward or outward tilt of the
measurements of an alignment are caster, camber wheel relative to the center of the vehicle. Tilting the
and toe position (Fig. 1). top of the wheel inward provides negative camber.
Tilting the top of the wheel outward provides positive
CAUTION: Never attempt to modify suspension or camber. Incorrect camber will cause wear on the
steering components by heating or bending. inside or outside edge of the tire. The angle is not
adjustable, damaged component(s) must be replaced
to correct the camber angle (Fig. 1)
CAUTION: Components attached with a nut and cot- WHEEL TOE POSITION is the difference
ter pin must be torqued to specification. Then if the between the leading inside edges and trailing inside
slot in the nut does not line up with the cotter pin edges of the front tires. Incorrect wheel toe position
hole, tighten nut until it is aligned. Never loosen the is the most common cause of unstable steering and
nut to align the cotter pin hole. uneven tire wear. The wheel toe position is the final
front wheel alignment adjustment (Fig. 1)
STEERING AXIS INCLINATION ANGLE is
NOTE: Periodic lubrication of the front suspension/
measured in degrees and is the angle that the steer-
steering system components may be required. Rub-
ing knuckles are tilted. The inclination angle has a
ber bushings must never be lubricated. Refer to
fixed relationship with the camber angle. It will not
Lubrication And Maintenance for the recommended
change except when a spindle or ball stud is dam-
maintenance schedule.
aged or bent. The angle is not adjustable, damaged
2-2 WHEEL ALIGNMENT TJ
WH EEL ALI GN M EN T (Cont inue d)
Fig. 1 Wheel Alignment Measurements

1 - WHEEL CENTERLINE 5 - TRUE VERTICAL
2 - NEGATIVE CAMBER ANGLE 6 - KING PIN
3 - PIVOT CENTERLINE 7 - VERTICAL
4 - SCRUB RADIUS 8 - POSITIVE CASTER
component(s) must be replaced to correct the steering thrust angle can cause off-center steering and exces-
axis inclination angle (Fig. 1) sive tire wear. This angle is not adjustable, damaged
THRUST ANGLE is the angle of the rear axle component(s) must be replaced to correct the thrust
relative to the centerline of the vehicle. Incorrect angle (Fig. 1)
DIAGNOSIS AND TESTING - SUSPENSION AND STEERING SYSTEM
CONDITION POSSIBLE CAUSES CORRECTION
FRONT END NOISE 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
2. Loose or worn steering or 2. Tighten or replace components as

suspension components. necessary.
EXCESSIVE PLAY IN 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
STEERING 2. Loose or worn steering or 2. Tighten or replace components as
3. Loose or worn steering gear. 3. Adjust or replace steering gear.
TJ WHEEL ALIGNMENT 2-3
FRONT WHEELS SHIMMY 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.

3. Tires worn or out of balance. 3. Replace or balance tires.
4. Alignment. 4. Align vehicle to specifications.
5. Leaking steering dampener. 5. Replace steering dampener.
VEHICLE INSTABILITY 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.

3. Tire pressure. 3. Adjust tire pressure.
EXCESSIVE STEERING 1. Loose or worn steering gear. 1. Adjust or replace steering gear.
EFFORT
2. Power steering fluid low. 2. Add fluid and repair leak.
3. Column coupler binding. 3. Replace coupler.
4. Tire pressure. 4. Adjust tire pressure.
VEHICLE PULLS TO ONE 1. Uneven tire pressure. 1. Adjust tire pressure.

SIDE DURING BRAKING
2. Worn brake components. 2. Repair brakes as necessary.
3. Air in brake line. 3. Repair as necessary.
VEHICLE LEADS OR 1. Radial tire lead. 1. Cross front tires.

DRIFTS FROM STRAIGHT
AHEAD DIRECTION ON 2. Brakes dragging. 2. Repair brake as necessary.
UNCROWNED ROAD 3. Weak or broken spring. 3. Replace spring.
4. Uneven tire pressure. 4. Adjust tire pressure.
5. Wheel Alignment. 5. Align vehicle.
6. Loose or worn steering or 6. Repair as necessary.
suspension components.
7. Cross caster out of spec. 7. Align vehicle.
KNOCKING, RATTLING 1. Worn shock bushings. 1. Replace shock.

OR SQUEAKING
2. Loose, worn or bent steering/ 2. Inspect, tighten or replace components
suspension components. as necessary.
3. Shock valve. 3. Replace shock.
IMPROPER TRACKING 1. Loose, worn or bent track bar. 1. Inspect, tighten or replace component as
necessary.
2. Loose, worn or bent steering/ 2. Inspect, tighten or replace components
suspension components. as necessary.
2-4 WHEEL ALIGNMENT TJ
STAN DARD PROCEDU RE

STANDARD PROCEDURE - CAMBER
Before each alignment reading the vehicle should
be jounced (rear first, then front). Grasp each
bumper at the center and jounce the vehicle up and
down three times. Always release the bumper in the
down position.
The wheel camber angle is preset. This angle is not
adjustable and cannot be altered.
STANDARD PROCEDURE - CASTER

down position.
Check the caster of the front axle for correct angle.
Be sure the axle is not bent or twisted. Road test the
vehicle and observe the steering wheel return-to-cen-
ter position. Low caster will cause poor steering
wheel returnability. Fig. 2 Cam Adjuster
During the road test, turn the vehicle to both the 1 - ADJUSTMENT CAM
left and right. If the steering wheel returns to the 2 - AXLE BRACKET
center position unassisted, the caster angle is correct. 3 - BRACKET REINFORCEMENT
4 - LOWER SUSPENSION ARM
However, if steering wheel does not return toward
the center position unassisted, a low caster angle is wheel is at the correct positive TOE-IN position.
probable. Position the clamp bolts as shown (Fig. 3) and
Caster can be adjusted by installing cam bolts and tighten to 49 Nm (36 ft. lbs.). Make sure the toe
rotating the cams on the lower suspension arm (Fig. setting does not change during clamp tighten-
2). ing.
NOTE: Changing caster angle will also change the
front propeller shaft angle. The propeller shaft
angle has priority over caster. Refer to Group 3, Dif-
ferential and Driveline for additional information.
STANDARD PROCEDURE - TOE POSITION

down position.
NOTE: The wheel toe position adjustment is the

final adjustment. This adjustment must be per-
formed with the engine running, if the vehicle is
equipped with power steering. Fig. 3 Drag Link and Tie Rod Clamp
1 - TIE ROD CLAMP
(1) Start the engine and turn wheels both ways 2 - DRAG LINK CLAMPS
before straightening the steering wheel. Center and
secure the steering wheel. (4) Adjust the left wheel toe position with the tie
(2) Loosen the adjustment sleeve clamp bolts (Fig. rod. Turn the sleeve until the left wheel is at the
3). same TOE-IN position as the right wheel. Position
(3) Adjust the right wheel toe position with the the clamp bolts as shown (Fig. 3) and tighten to 27
drag link (Fig. 4). Turn the sleeve until the right
TJ WHEEL ALIGNMENT 2-5
SPECI FI CAT I ON S
ALIGNMENT SPECIFICATIONS
NOTE: Alignment specifications are in degrees.
SPECI FI CAT I ON S
DESCRIPTION SPECIFICATION
PREFERRED CASTER CAMBER TOTAL
+ 7.0 (fixed TOE-IN
angle) + 0.15
2 0.25 (each
front
Fig. 4 Steering Linkage wheel)
1 - COTTER PIN RANGE 1.0 0.63 0.06
2 - DAMPENER
3 - PITMAN ARM MAX RT/LT 0.65 1.0 .06
4 - WASHER DIFFERENCE
5 - TIE ROD
6 - DRAG LINK REAR SPECIFICATION
7 - NUT
PREFERRED N/A REAR TOTAL
Nm (20 ft. lbs.). Make sure the toe setting does CAMBER TOE-IN
not change during clamp tightening. 0.25 +0.25
(5) Verify the right toe specifications and turn off RANGE N/A 0 to 0 to .5
the engine. .50
THRUST ANGLE 0 0.25
2-6 FRONT TJ
FRON T
TABLE OF CONTENTS
page page
FRONT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6 DIAGNOSIS AND TESTING - SHOCK
STANDARD PROCEDURE - LUBRICATION ....6 ABSORBER . . . . . . . . . . . . . . . . . . . . . . . . . . 12
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
TORQUE CHART ......................7 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
SPECIAL TOOLS SPRING
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . 7 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
BUSHINGS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
REMOVAL .............................8 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
HUB / BEARING STABILIZER BAR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL .............................9 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
JOUNCE BUMPER TRACK BAR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
KNUCKLE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
LOWER BALL JOINT UPPER BALL JOINT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
LOWER CONTROL ARM UPPER CONTROL ARM
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
SHOCK
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
FRON T hole, tighten nut until it is aligned. Never loosen the

nut to align the cotter pin hole.
DESCRIPTION CAUTION: Suspension components with rubber/ure-
thane bushings (except stabilizer bar) should be
FRONT SUSPENSION
tightened with the vehicle at normal ride height. It is
The front suspension is a link/coil design com- important to have the springs supporting the weight
prised of: of the vehicle when the fasteners are torqued. If
Shock absorbers springs are not at their normal ride position, vehicle
Jounce Bumper ride comfort could be affected and premature bush-
Coil springs ing wear may occur.
Upper and lower suspension arms
Stabilizer bar
Track bar STANDARD PROCEDURE - LUBRICATION
Periodic lubrication of the suspension system is
CAUTION: Components attached with a nut and cot-
required. Refer to Lubrication And Maintenance for
ter pin must be torqued to specification. Then if the
the recommended maintenance schedule.
slot in the nut does not line up with the cotter pin
The following component must be lubricated:
Track bar
TJ FRONT 2-7
FRON T (Cont inue d)
SPECI FI CAT I ON S
TORQUE CHART
T ORQU E SPECI FI CAT I ON S
DESCRIPTION Nm Ft. Lbs. In. Lbs.

Shock Absorber 23 17
Upper Nut
Lower Nut
Suspension Arm Lower 176 130
Axle Bracket Nut
Frame Bracket Nut
Suspension Arm Upper 81 60
Axle Bracket Nut
Frame Bracket Bolt
Stabilizer Bar 61 45
Retainer Bolts
Link Upper Nut
Link Lower Bolt
Track Bar 81 60
Ball Stud Nut
Track Bar 47 40
Axle Bracket Bolt
Hub/Bearing 102 75
Bolts
Hub/Bearing 237 175
Axle Nut
SPECI AL T OOLS
FRONT SUSPENSION
Nut, Long 7603
Remover/Installer Suspension Bushing 7932

2-8 FRONT TJ
FRON T (Cont inue d)
(7) Remove nut, bolt, receiver, remover and bush-
ing.
NOTE: On 4x2 vehicle and right side of 4x4 vehicle,

leave Spacer 7932-3 in position for bushing instal-
lation.
Bolt, Special 7604

INSTALLATION
(1) Place Receiver 7932-1 on the other side of the
axle bracket.
(2) Position new bushing up to the axle bracket.,
and large end of Remover/Install 7932-2 against the
bushing (Fig. 2).
(3) Install bolt 7604 through receiver, bushing and
installer.
(4) Install Long Nut 7603 and tighten nut to draw
the bushing into the axle bracket.
Remover C-4150A
BU SH I N GS
REMOVAL
(1) Remove the upper suspension arm from axle.
(2) Position Spacer 7932-3 over the axle bushing
on a 4x2 vehicle and right side on a 4x4 vehicle.
(3) Place Receiver 7932-1 over flanged end of the
bushing. (Fig. 1).
(4) Place small end of Remover/Install 7932-2
against other side of the bushing.
(5) Install bolt 7604 through remover, bushing and
receiver.
(6) Install Long Nut 7603 and tighten nut too pull
bushing out of the axle bracket. Fig. 2 Bushing Installation
1 - REMOVER/INSTALLER
2 - AXLE BRACKET
3 - BOLT
4 - RECEIVER
5 - LONG NUT
(5) Remove tools and install the upper suspension

arm.
H U B / BEARI N G
DESCRIPTION
The bearing used on the front hub of this vehicle is
the combined hub and bearing unit type assembly.
This unit assembly combines the front wheel mount-
ing hub (flange) and the front wheel bearing into a
Fig. 1 Bushing Removal one piece unit. The wheel mounting studs are the
1 - RECEIVER only replaceable component of the hub/bearing
2 - AXLE BRACKET assembly.
3 - BOLT
4 - REMOVER/INSTALLER
5 - LONG NUT
TJ FRONT 2-9
H U B / BEARI N G (Cont inue d)
Fig. 3 Hub Bearing & Knuckle

1 - BRAKE SHIELD 6 - HUB AND BEARING ASSEMBLY
2 - WASHER 7 - STEERING KNUCKLE
3 - RETAINER 8 - BOLT
4 - COTTER PIN 9 - TONE WHEEL (ABS)
5 - NUT
OPERATION INSTALLATION
The hub/bearing assembly is mounted to the steer- (1) Install the hub bearing and brake dust shield
ing knuckle and is retained by three mounting bolts to the knuckle.
accessible from the back of the steering knuckle. The (2) Install the hub bearing to knuckle bolts and
hub/bearing unit is not serviceable and must be tighten to 102 Nm (75 ft. lbs.).
replaced as an assembly if the bearing or the hub is (3) Install the hub washer and nut. Tighten the
determined to be defective. hub nut to 237 Nm (175 ft. lbs.). Install the nut
retainer and a new cotter pin.
REMOVAL (4) Install the brake rotor, caliper and ABS wheel
(1) Raise and support the vehicle. speed sensor, (Refer to 5 - BRAKES/HYDRAULIC/
(2) Remove the wheel and tire assembly. MECHANICAL/ROTORS - INSTALLATION).
(3) Remove the brake caliper, rotor and ABS wheel (5) Install the wheel and tire assembly. (Refer to
speed sensor, (Refer to 5 - BRAKES/HYDRAULIC/ 22 - TIRES/WHEELS/WHEELS - STANDARD PRO-
MECHANICAL/ROTORS - REMOVAL). CEDURE).
(4) Remove the cotter pin, nut retainer and axle (6) Remove support and lower the vehicle.
hub nut (Fig. 3).
(5) Remove the hub bearing mounting bolts from
the back of the steering knuckle. Remove hub bear-
ing from the steering knuckle and off the axle shaft.
2 - 10 FRONT TJ
J OU N CE BU M PER
DESCRIPTION
The jounce bumpers are mounted under the frame
rails inside of the coil springs.
K N U CK LE
REMOVAL
Ball stud service procedures below require removal
of the hub bearing and axle shaft. Removal and
installation of upper and lower ball studs require the
use of Tool Kit 6289.
(1) Remove hub bearing and axle shaft. (Refer to 2
- SUSPENSION/FRONT/HUB / BEARING -
REMOVAL) (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/FRONT AXLE - 181FBI/AXLE SHAFTS -
REMOVAL).
(2) Disconnect the tie-rod or drag link from the
steering knuckle arm,(Refer to 19 - STEERING/
LINKAGE/TIE ROD END - REMOVAL) OR (Refer to Fig. 4 Steering Knuckle Removal/Installation
19 - STEERING/LINKAGE/DRAG LINK - 1 - AXLE YOKE
REMOVAL). 2 - UPPER BALL STUD
(3) Remove the cotter pins from the upper and 3 - LOWER BALL STUD
4 - STEERING KNUCKLE
lower ball studs.
(4) Remove the upper and lower ball stud nuts.
(5) Using special tool C-4150A seperate the ball LOWER BALL J OI N T
joints from the steering knuckle. Remove knuckle
from ball studs (Fig. 4). REMOVAL
INSTALLATION of the hub bearing and axle shaft. (Refer to 2 - SUS-
Ball stud service procedures below require removal PENSION/FRONT/HUB / BEARING - REMOVAL)
of the hub bearing and axle shaft. Removal and (Refer to 3 - DIFFERENTIAL & DRIVELINE/
installation of upper and lower ball studs require the FRONT AXLE - 181FBI/AXLE SHAFTS -
use of Tool Kit 6289. REMOVAL). Removal and installation of upper and
(1) Position the steering knuckle on the ball studs. lower ball studs require the use of Tool Kit 6289.
(2) Install and tighten the bottom retaining nut to (1) Position tools as shown to remove and install
109 Nm (80 ft. lbs.) torque. Install new cotter pin. ball stud (Fig. 5).
(3) Install and tighten the top retaining nut to 101
Nm (75 ft. lbs.) torque. Install new cotter pin.
(4) Install the hub bearing and axle shaft. (Refer
to 2 - SUSPENSION/FRONT/HUB / BEARING -
INSTALLATION) (Refer to 3 - DIFFERENTIAL &
DRIVELINE/FRONT AXLE - 181FBI/AXLE SHAFTS
- INSTALLATION).
(5) Connect the tie-rod or drag link end to the
steering knuckle arm,(Refer to 19 - STEERING/
LINKAGE/TIE ROD END - INSTALLATION) OR
(Refer to 19 - STEERING/LINKAGE/DRAG LINK -
INSTALLATION).
TJ FRONT 2 - 11
LOWER BALL J OI N T (Cont inue d)
Fig. 5 Lower Ball Stud Remove/Install

1 - SPECIAL TOOL 628912 4 - SPECIAL TOOL 4212F
2 - SPECIAL TOOL 62894 5 - SPECIAL TOOL 62891
3 - SPECIAL TOOL 4212F 6 - SPECIAL TOOL 62893
(4) Remove the lower suspension arm nut and bolt

LOWER CON T ROL ARM from the axle (Fig. 7).
(5) Remove the nut and bolt/cam bolt from the
DESCRIPTION frame rail bracket and remove the lower suspension
The lower suspension arms are steel and use bush- arm (Fig. 7).
ings at both ends of the arm. The arms mount to the
frame rail bracket and the axle brackets. INSTALLATION
(1) Position the lower suspension arm in the axle
OPERATION bracket and frame rail bracket.
The lower suspension arm bushings provide isola-
tion from the axle. The arm and bushings provide NOTE: Small holes in the side of the arm face
location and react to loads from the axle. The lower inboard.
suspension arms can be used to adjust caster and
pinion angle by installing a cam bolt service package. (2) Install the rear bolt and nut finger tighten.
(3) Install bolt/cam bolt and new nut finger tighten
REMOVAL in the axle and align the reference marks.
(1) Raise and support the vehicle. (4) If equipped with ABS brakes install sensor
(2) If equipped with ABS brakes remove sensor wire to the inboard side of the arm with new clips.
wire from the inboard side of the arm. (5) Lower the vehicle.
(3) If the vehicle is equipped with a cam bolt ser- (6) Tighten axle bracket nut to 176 Nm (130 ft.
vice package paint or scribe alignment marks on the lbs.).
cam adjusters and suspension arm for installation (7) Tighten frame bracket nut to 176 Nm (130 ft.
lbs.).
reference (Fig. 6).
2 - 12 FRONT TJ
LOWER CON T ROL ARM (Cont inue d)
SH OCK
DESCRIPTION
The top of the shock absorbers are bolted to a
frame bracket. The bottom of the shocks are bolted to
the axle brackets.
OPERATION
The shock absorbers dampen jounce and rebound
motion of the vehicle over various road conditions
and limit suspension rebound travel.
DIAGNOSIS AND TESTING - SHOCK

ABSORBER
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting
bushings and metal brackets or attaching compo-
nents. These noises can usually be stopped by tight-
ening the attaching nuts. If the noise persists,
inspect for damaged and worn bushings, and attach-
ing components. Repair as necessary if any of these
Fig. 6 Cam Bolt Service Package conditions exist.
1 - ADJUSTMENT CAM A squeaking noise from the shock absorber may be
2 - AXLE BRACKET
3 - BRACKET REINFORCEMENT caused by the hydraulic valving and may be intermit-
4 - LOWER SUSPENSION ARM tent. This condition is not repairable and the shock
absorber must be replaced.
The shock absorbers are not refillable or adjust-
able. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston in and out of
the cylinder four or five times. The action throughout
each stroke should be smooth and even.
The shock absorber bushings do not require any
type of lubrication. Do not attempt to stop bushing
noise by lubricating them. Grease and mineral oil-
base lubricants will deteriorate the bushing.
REMOVAL
(1) Remove the nut, retainer and grommet from
the upper stud through engine compartment access
hole (Fig. 8).
(2) Remove the lower nuts and bolts from the axle
Fig. 7 Upper & Lower Suspension Arms
bracket and remove the shock absorber.
1 - UPPER SUSPENSION ARM
2 - FRONT AXLE
3 - LOWER SUSPENSION ARM INSTALLATION
(1) Position the lower retainer and grommet on the
(8) Align vehicle to specifications. (Refer to 2 - upper stud. Insert the shock absorber through the
SUSPENSION/WHEEL ALIGNMENT - STANDARD shock bracket hole.
PROCEDURE). (2) Install the lower bolts and nuts. Tighten nuts
to 28 Nm (250 in. lbs.).
TJ FRONT 2 - 13
SH OCK (Cont inue d)
(6) Remove lower suspension arms mounting nuts
and bolts from the frame, (Refer to 2 - SUSPEN-
SION/FRONT/LOWER CONTROL ARM -
REMOVAL).
(7) Remove the track bar from the axle bracket,
(Refer to 2 - SUSPENSION/FRONT/TRACK BAR -
REMOVAL).
(8) Remove the right side of the drag link from the
right side knuckle, (Refer to 19 - STEERING/LINK-
AGE/DRAG LINK - REMOVAL).
(9) Lower the axle until the spring is free from the
upper mount.
NOTE: Rotation of the spring and prying down

slightly on the axle will aid in removal.
(10) Remove the coil spring retainer clip and

remove the spring.
(11) Remove the upper spring isolator. (if needed)
(12) Pull jounce bumper out of mount. (if needed)
INSTALLATION
Fig. 8 Coil Spring & Shock Absorber (1) Install jounce bumper into mount.
1 - RETAINER (2) Install the spring isolator.
2 - GROMMET
3 - SHOCK NOTE: Rotation of the spring and prying down
4 - FRONT AXLE
slightly on the axle will aid in installation.
(3) Install the upper grommet and retainer on the
(3) Position the coil spring on the axle pad. It may
stud and install the nut and tighten to 23 Nm (17 ft.
be necessary to rotate the spring while installing.
lbs.).
(4) Install the spring retainer clip and bolt.
Tighten bolt to 21 Nm (16 ft. lbs.).
SPRI N G (5) Raise the axle into position until the spring
seats in the upper mount.
(6) Install the shock at the axle, (Refer to 2 - SUS-
DESCRIPTION
PENSION/FRONT/SHOCK - INSTALLATION).
The coil springs mount up in the wheelhouse which
(7) Install the ABS wire mounting brackets at the
is part of the unitized body bracket. A rubber dough-
axle (if equipped).
nut isolator is located between the top of the spring
(8) Install the track bar to the axle bracket, (Refer
and the bracket. The bottom of the spring seats on a
to 2 - SUSPENSION/FRONT/TRACK BAR - INSTAL-
axle pad.
LATION).
(9) Install the lower suspension arms to the frame.
OPERATION Install mounting bolts and nuts finger tight, (Refer to
The coil springs control ride quality and maintain
2 - SUSPENSION/FRONT/LOWER CONTROL ARM
proper ride height. The isolators provide road noise
- INSTALLATION).
isolation.
(10) Install the drag link to the right side knuckle,
(Refer to 19 - STEERING/LINKAGE/DRAG LINK -
REMOVAL INSTALLATION).
(1) Raise and support the vehicle. (11) Remove the hydraulic jack from under the
(2) Remove the wheel and tire assemblies. axle.
(3) Position a hydraulic jack under the axle to sup- (12) Install the wheel and tire assemblies, (Refer
port it. to 22 - TIRES/WHEELS/WHEELS - STANDARD
(4) Remove the front shocks at the lower mount- PROCEDURE).
ings, (Refer to 2 - SUSPENSION/FRONT/SHOCK - (13) Remove the supports and lower the vehicle.
REMOVAL). (14) Tighten the lower suspension arms nuts to
(5) Remove the ABS wire mounting brackets at the 115 Nm (85 ft. lbs.) at normal ride height with the
axle. (if equipped) vehicle weight.
2 - 14 FRONT TJ
STABI LI Z ER BAR T RACK BAR

DESCRIPTION DESCRIPTION
The spring steel bar extends across the top of the The bar is attached to a frame rail bracket with a
chassis frame rails. Links are connected from the bar ball stud and an axle bracket with a bushing. The
to the axle brackets. The stabilizer bar and links are bar is forged and has non replaceable isolator bush-
isolated by rubber bushings. ing and ball stud.
OPERATION OPERATION
The stabilizer bar is used to control vehicle body The track bar is used to control front axle lateral
roll during turns. The bar helps to control the vehicle movement and provides cross car location of the axle
body in relationship to the suspension. assembly.
REMOVAL REMOVAL
(1) Remove upper link nuts (Fig. 9) and separate (1) Raise and support the vehicle.
the links from the stabilizer bar with Remover (2) Remove the cotter pin and nut from the ball
MB-991113. stud end at the frame rail bracket (Fig. 10).
(2) Remove front bumper valence. (3) Use a universal puller tool to separate the
(3) Remove stabilizer retainer bolts (Fig. 9)and track bar ball stud from the frame rail bracket.
remove retainers. (4) Remove the bolt and flag nut from the axle
(4) Remove stabilizer bar. bracket (Fig. 10). Remove the track bar.
(5) Remove lower link nuts and bolts and remove
links (Fig. 9).
Fig. 10 Track Bar

1 - TRACK BAR
Fig. 9 Stabilizer Bar 2 - FRAME BRACKET
3 - FRONT AXLE
1 - RETAINER
2 - STABILIZER BAR
3 - LINK INSTALLATION
4 - BUSHING (1) Install the track bar at axle tube bracket.
Loosely install the retaining bolt and flag nut.
INSTALLATION (2) It may be necessary to pry the axle assembly
(1) Center stabilizer bar on top of the frame rails over to install the track bar at the frame rail. Install
and install retainers and bolts. Tighten bolts to 61 track bar at the frame rail bracket. Install the
Nm (45 ft. lbs.). retaining nut on the stud.
(2) Position links on axle brackets and into the (3) Tighten the ball stud nut to 81Nm (60 ft. lbs.)
stabilizer bar. Install lower link bolts and nuts and and install a new cotter pin.
tighten to 102 Nm (75 ft. lbs.). (4) Remove the supports and lower the vehicle.
(3) Install upper link nuts and tighten to 61 Nm (5) Tighten the bolt at the axle bracket to 47 Nm
(45 ft. lbs.). (40 ft. lbs.).
(4) Install bumper valence.
TJ FRONT 2 - 15
T RACK BAR (Cont inue d)
(6) Check alignment if a new track bar was U PPER CON T ROL ARM
installed. (Refer to 2 - SUSPENSION/WHEEL
ALIGNMENT - STANDARD PROCEDURE).
DESCRIPTION
The upper suspension arms are steel and use rub-
U PPER BALL J OI N T ber bushings at each end of the arm. The arms
mount to the frame rail bracket and the axle brack-
ets.
REMOVAL
of the hub bearing and axle shaft. (Refer to 2 - SUS-
OPERATION
The arm and bushings provide location and react
PENSION/FRONT/HUB / BEARING - REMOVAL)
to loads from the axle. The bushings provide isolation
(Refer to 3 - DIFFERENTIAL & DRIVELINE/
from the axle.
FRONT AXLE - 181FBI/AXLE SHAFTS -
REMOVAL). Removal and installation of upper and
lower ball studs require the use of Tool Kit 6289. REMOVAL
(1) Position tools as shown to remove and install (1) Raise and support the vehicle.
ball stud (Fig. 11). (2) Remove the upper suspension arm nut and bolt
at the axle bracket (Fig. 7).
(3) Remove the nut and bolt at the frame rail and
remove the upper suspension arm.
INSTALLATION
(1) Position the upper suspension arm at the axle
and frame rail.
(2) Install the bolts and finger tighten the nuts.
(3) Remove the supports and lower the vehicle.
(4) Tighten the nut at the axle and frame brackets
to 81 Nm (60 ft. lbs.).
Fig. 11 Upper
2 - 16 REAR TJ
REAR
TABLE OF CONTENTS
page page
REAR SPRING
SPECIFICATIONS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 16 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
JOUNCE BUMPER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17 STABILIZER BAR
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19
LOWER CONTROL ARM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 TRACK BAR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 20
SHOCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
DIAGNOSIS AND TESTING - SHOCK UPPER CONTROL ARM
ABSORBER . . . . . . . . . . . . . . . . . . . . . . . . . . 18 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18
REAR CAUTION: Suspension components with rubber/ure-

thane bushings (except stabilizer bar) should be
tightened with the vehicle at normal ride height. It is
DESCRIPTION
important to have the springs supporting the weight
REAR SUSPENSION of the vehicle when the fasteners are torqued. This
will maintain vehicle ride comfort and prevent pre-
The rear suspension is link/coil design comprised
mature bushing wear.
of:
Shock absorbers
Coil springs
Upper and lower suspension arms
Stabilizer bar
Track bar
SPECI FI CAT I ON S
TORQUE CHART

Upper Bolts
Lower Nut
Axle Bracket Nut
TJ REAR 2 - 17
REAR (Cont inue d)

Frame Bracket Nut
Axle Bracket Nut
Frame Bracket Bolt
Retainer Bolts
Link Nut/Bolt
Track Bar 100 74
Frame Bracket Nut
Track Bar 100 74
Axle Bracket Bolt
J OU N CE BU M PER
DESCRIPTION
The jounce bumpers are mounted inside the coil
spring to the frame rail.
OPERATION
The jounce bumpers are used to limit suspension
travel in compression.
LOWER CON T ROL ARM

DESCRIPTION
The lower suspension arms are steel and use bush-
ings at each end of the arm. The arms are mounted Fig. 1 Upper & Lower Suspension Arms
from the frame to the axle brackets. 1 - UPPER SUSPENSION ARM
2 - REAR AXLE
OPERATION 3 - LOWER SUSPENSION ARM
The bushings isolation axle and road noise. The
arm and bushings provide location and react to loads INSTALLATION
from the axle. (1) Position the lower suspension arm in the axle
bracket and frame rail mount.
REMOVAL (2) Install the mounting bolts and finger tighten
(1) Raise and support the vehicle. the nuts.
(2) Remove the lower suspension arm nut and bolt (3) Remove the supports and lower the vehicle.
at the axle bracket (Fig. 1). (4) Tighten the lower suspension arm nuts to 203
(3) Remove the nut and bolt at the frame rail Nm (150 ft. lbs.).
mount (Fig. 2) and remove the lower suspension arm.
2 - 18 REAR TJ
LOWER CON T ROL ARM (Cont inue d)
noise by lubricating them. Grease and mineral oil-
base lubricants will deteriorate the bushing.
REMOVAL
(1) Raise and support the vehicle and the axle.
(2) Remove the upper mounting bolts (Fig. 3).
(3) Remove the lower nut and bolt from the axle
bracket. Remove the shock absorber.
Fig. 2 Upper & Lower Suspension Arms

1 - FRAME MOUNT
SH OCK
DESCRIPTION
The top of the shock absorbers are bolted to the Fig. 3 Shock Absorber
frame. The bottom of the shocks are bolted to the 1 - AXLE BRACKET
axle brackets. 2 - SHOCK
The shock absorbers dampen jounce and rebound (1) Install the shock absorber on the upper frame
motion of the vehicle over various road conditions rail and install mounting bolts.
and limit suspension rebound travel. (2) Tighten the upper bolts to 31 Nm (23 ft. lbs.).
(3) Install lower bolt and nut finger tight.
DIAGNOSIS AND TESTING - SHOCK (4) Remove the supports and lower the vehicle.
(5) Tighten the lower nut to 100 Nm (74 ft. lbs.).
ABSORBER
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting SPRI N G
bushings and metal brackets or attaching compo-
nents. These noises can usually be stopped by tight- DESCRIPTION
ening the attaching nuts. If the noise persists, The coil springs mount between the bottom of the
inspect for damaged and worn bushings, and attach- frame rail and the top of the axle. A rubber doughnut
ing components. Repair as necessary if any of these isolator is located between the top of the spring and
conditions exist. the frame rail. A plastic isolator is located between
A squeaking noise from the shock absorber may be the bottom of the spring and the axle.
caused by the hydraulic valving and may be intermit-
tent. This condition is not repairable and the shock OPERATION
absorber must be replaced.
The coil springs control ride quality and maintain
The shock absorbers are not refillable or adjust-
proper ride height. The isolators are used to isolate
able. If a malfunction occurs, the shock absorber
road noise.
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston in and out of
the cylinder four or five times. The action throughout
REMOVAL
(1) Raise and support the vehicle. Position a
each stroke should be smooth and even.
hydraulic jack under the axle to support it.
The shock absorber bushings do not require any
(2) Disconnect the stabilizer bar links and shock
type of lubrication. Do not attempt to stop bushing
absorbers from the axle brackets. (Refer to 2 - SUS-
TJ REAR 2 - 19
SPRI N G (Cont inue d)
PENSION/REAR/STABILIZER BAR - REMOVAL)
(Refer to 2 - SUSPENSION/REAR/SHOCK -
REMOVAL).
(3) Disconnect the track bar from the frame rail
bracket. (Refer to 2 - SUSPENSION/REAR/TRACK
BAR - REMOVAL).
(4) Lower the axle until the spring is free from the
upper mount seat and remove the spring.
INSTALLATION
NOTE: Springs can be install with either end up.
(1) Position the coil spring on the axle pad isolator.

(2) Raise the axle into position until the spring
seats on the upper isolator.
(3) Connect the stabilizer bar links and shock
absorbers to the axle bracket. Connect the track bar Fig. 4 Stabilizer Bar Link
to the frame rail bracket. 1 - FRAME MOUNT
2 - LINK
(4) Remove the supports and lower the vehicle. 3 - STABILIZER BAR
(5) Tighten the stabilizer bar links, shock absorb-
ers and track bar to specified torque.
STABI LI Z ER BAR
DESCRIPTION
The spring steel bar extends across the axle and
mounts to bracket on the axle. Links are connected
from the bar to the side of the frame rail. The stabi-
lizer bar and links are isolated by rubber bushings.
OPERATION
The stabilizer bar is used to control vehicle body
roll during turns. The bar helps to control the vehicle
body in relationship to the suspension.
REMOVAL Fig. 5 Stabilizer Bar

(1) Raise and support the vehicle.
1 - LINK
(2) Remove the stabilizer bar link bolts from the 2 - RETAINER
frame mounts (Fig. 4). 3 - STABILIZER BAR
(3) Remove the link bolts from the stabilizer bar. 4 - AXLE MOUNT
(4) Remove the stabilizer bar retainer bolts and
retainers from the axle mounts (Fig. 5) and remove (2) Tighten the retainer bolts to 54 Nm (40 ft.
the bar. lbs.).
(3) Install the links onto the stabilizer bar and
INSTALLATION frame mounts. Install the bolts and nuts finger tight.
(1) Install the stabilizer bar on the axle mounts (4) Remove support and lower vehicle.
and install the retainers and bolts. (5) Tighten the link nuts/bolts to 54 Nm (40 ft.
lbs.).
NOTE: Ensure the bar is centered with equal spac-
ing on both sides and is positioned above the dif-
ferential housing (Fig. 5).
2 - 20 REAR TJ
T RACK BAR U PPER CON T ROL ARM

DESCRIPTION REMOVAL
The bar is attached to a frame rail bracket and (1) Raise and support the vehicle.
axle bracket. The bar has bushings at both ends. (2) Remove the parking brake cable/bracket and
ABS wiring bracket from the arm if equipped
OPERATION (Fig. 7).
The track bar is used to control rear axle lateral
movement.
REMOVAL
(2) Remove the bolt and nut from the frame rail
bracket (Fig. 6).
(3) Remove the bolt from the axle bracket (Fig. 6)
and remove the track bar.
Fig. 7 Parking Brake Cable/Bracket And Wiring

Bracket
2 - WIRING BRACKET
3 - PARKING BRAKE CABLE BRACKET
(3) Remove the upper suspension arm nut and bolt

from the axle bracket (Fig. 1).
(4) Remove the nut and bolt from the frame rail
bracket (Fig. 2)and remove the upper suspension
arm.
Fig. 6 Rear Track Bar
INSTALLATION
1 - TRACK BAR
2 - FRAME BRACKET
(1) Position the upper suspension arm in the axle
3 - REAR AXLE bracket and frame rail bracket.
(2) Install the bolts and finger tighten the nuts.
INSTALLATION (3) Install the parking brake cable/bracket and
(1) Install the track bar in the axle bracket and ABS wiring bracket on the arm if equipped.
install the bolt loosely. (4) Remove the supports and lower the vehicle.
(2) Install the track bar in the frame rail bracket (5) Tighten the upper suspension arm frame rail
and loosely install the bolt and nut. bracket bolt to 75 Nm (55 ft. lbs.).
(6) Tighten the upper suspension arm axle bracket
NOTE: It may be necessary to pry the axle assem- nut to 75 Nm (55 ft. lbs.).
bly over to install the track bar.
(3) Remove supports and lower the vehicle.

(4) Tighten the track bar nut/bolt at both ends to
100 Nm (74 ft. lbs.).
TJ DIFFERENTIAL & DRIVELINE 3-1
DIFFERENTIAL & DRIVELINE

page page
PROPELLER SHAFT ......................1 REAR AXLE - 194RBI . . . . . . . . . . . . . . . . . . . . . 84

FRONT AXLE - 181FBI . . . . . . . . . . . . . . . . . . . . 15 REAR AXLE - 216RBI . . . . . . . . . . . . . . . . . . . . 118
FRONT AXLE - 216FBI . . . . . . . . . . . . . . . . . . . . 49
PROPELLER SH AFT
TABLE OF CONTENTS
page page
PROPELLER SHAFT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8

DIAGNOSIS AND TESTING ................1 PROPELLER SHAFT - REAR RUBICON
STANDARD PROCEDURE . ................4 REMOVAL .............................8
ADJUSTMENTS . . . . . . . . . ................6 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
SPECIFICATIONS SINGLE CARDAN UNIVERSAL JOINTS
PROPELLER SHAFT . . . . ................6 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 9
SPECIAL TOOLS ........ ................7 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
PROPELLER SHAFT - FRONT DOUBLE CARDAN UNIVERSAL JOINTS
REMOVAL ............. ................7 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . ................7 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
PROPELLER SHAFT - REAR
REMOVAL ............. ................7
PROPELLER SH AFT Driveline vibration can also result from loose or

damaged engine mounts. Refer to Group 9 Engines
for additional information.
DIAGNOSIS AND TESTING
Propeller shaft vibration increases as the vehicle
speed is increased. A vibration that occurs within a
VIBRATION
specific speed range is not usually caused by a pro-
Tires that are out-of-round, or wheels that are
peller shaft being unbalanced. Defective universal
unbalanced, will cause a low frequency vibration.
joints, or an incorrect propeller shaft angle, are usu-
Refer to Group 22, Tires and Wheels, for additional
ally the cause of such a vibration.
information.
Brake drums that are unbalanced will cause a
harsh, low frequency vibration. Refer to Group 5,
Brakes, for additional information.
3-2 PROPELLER SHAFT TJ
PROPELLER SH AFT (Cont inue d)
DRI V ELI N E V I BRAT I ON
Drive Condition Possible Cause Correction
Propeller Shaft Noise 1) Undercoating or other foreign 1) Clean exterior of shaft and wash
material on shaft. with solvent.
2) Loose U-joint clamp screws. 2) Install new clamps and screws
and tighten to proper torque.
3) Loose or bent U-joint yoke or 3) Install new yoke.
excessive runout.
4) Incorrect driveline angularity. 4) Measure and correct driveline
angles.
5) Rear spring center bolt not in 5) Loosen spring u-bolts and seat
seat. center bolt.
6) Worn U-joint bearings. 6) Install new U-joint.
7) Propeller shaft damaged or out 7) Installl new propeller shaft.
of balance.
8) Broken rear spring. 8) Install new rear spring.
9) Excessive runout or unbalanced 9) Re-index propeller shaft, test,
condition. and evaluate.
10) Excessive drive pinion gear 10) Re-index propeller shaft and
shaft runout. evaluate.
11) Excessive axle yoke deflection. 11) Inspect and replace yoke if
necessary.
12) Excessive transfer case runout. 12) Inspect and repair as necessary.
Universal Joint Noise 1) Loose U-joint clamp screws. 1) Install new clamps and screws
and tighten to proper torque.
2) Lack of lubrication. 2) Replace U-joints as necessary.
TJ PROPELLER SHAFT 3-3
BALANCE
NOTE: Removing and re-indexing the propeller
shaft 180 relative to the yoke may eliminate some
vibrations.
If propeller shaft is suspected of being unbalanced,

it can be verified with the following procedure:
(1) Raise the vehicle.
(2) Clean all the foreign material from the propel-
ler shaft and the universal joints.
(3) Inspect the propeller shaft for missing balance
weights, broken welds, and bent areas. If the pro-
peller shaft is bent, it must be replaced.
(4) Inspect the universal joints to ensure that they
are not worn, are properly installed, and are cor-
rectly aligned with the shaft. Fig. 2 TWO CLAMP SCREWS
(5) Check the universal joint clamp screws torque. (13) If the additional clamp causes an additional
(6) Remove the wheels and tires. Install the wheel vibration, separate the clamps (1/4 inch above and
lug nuts to retain the brake drums or rotors. below the mark). Repeat the vibration test (Fig. 3).
(7) Mark and number the shaft six inches from the
yoke end at four positions 90 apart.
(8) Run and accelerate the vehicle until vibration
occurs. Note the intensity and speed the vibration
occurred. Stop the engine.
(9) Install a screw clamp at position 1 (Fig. 1).
Fig. 3 CLAMP SCREWS SEPARATED

1 - 1/2 INCH
(14) Increase distance between the clamp screws

and repeat the test until the amount of vibration is
at the lowest level. Bend the slack end of the clamps
Fig. 1 CLAMP SCREW AT POSITION 1 so the screws will not loosen.
1 - CLAMP
(15) If the vibration remains unacceptable, apply
2 - SCREWDRIVER the same steps to the front end of the propeller shaft.
(16) Install the wheel and tires. Lower the vehicle.
(10) Start the engine and re-check for vibration. If
there is little or no change in vibration, move the RUNOUT
clamp to one of the other three positions. Repeat the (1) Remove dirt, rust, paint, and undercoating
vibration test. from the propeller shaft surface where the dial indi-
(11) If there is no difference in vibration at the cator will contact the shaft.
other positions, the source of the vibration may not (2) The dial indicator must be installed perpendic-
be propeller shaft. ular to the shaft surface.
(12) If the vibration decreased, install a second (3) Measure runout at the center and ends of the
clamp (Fig. 2)and repeat the test. shaft sufficiently far away from weld areas to ensure
that the effects of the weld process will not enter into
the measurements.
(4) Refer to Runout Specifications chart.
(5) If the propeller shaft runout is out of specifica-
tion, remove the propeller shaft, index the shaft 180,
and re-install the propeller shaft. Measure shaft
runout again.
(6) If the propeller shaft runout is now within
specifications, mark the shaft and yokes for proper
orientation.
(7) If the propeller shaft runout is not within spec-
ifications, verify that the runout of the transmission/
transfer case and axle are within specifications.
Correct as necessary and re-measure propeller shaft
runout.
(8) Replace the propeller shaft if the runout still
exceeds the limits.
RU N OU T SPECI FI CAT I ON S
Front of Shaft 0.020 in. (0.50 mm) Fig. 4 OUTPUT YOKE ANGLE (A)
Center of Shaft 0.025 in. (0.63 mm) 1 - SLIP YOKE BEARING CAP
2 - INCLINOMETER
Rear of Shaft 0.020 in. (0.50 mm)
note: NOTE: This measurement will give you the Propel-
Measure front/rear runout approximately 3 inches (76 ler Shaft Angle (C).
mm) from the weld seam at each end of the shaft
tube for tube lengths over 30 inches. For tube lengths
under 30 inches, the maximum allowed runout is
0.020 in. (0.50 mm) for the full length of the tube.
STANDARD PROCEDURE
PROPELLER SHAFT ANGLE
(1) Place transmission in netural.
(2) Raise and support the vehicle at the axles as
level as possible.
(3) Remove any external bearing snap rings from
universal joint so protractor base sits flat.
(4) Rotate the shaft until transmission/transfer
case output yoke bearing is facing downward.
NOTE: Always make measurements from front to

rear and from the same side of the vehicle.
(5) Place Inclinometer 7663 (J-23498A) on yoke

bearing (A) parallel to the shaft (Fig. 4). Center bub- Fig. 5 PROPELLER SHAFT ANGLE (C)
ble in sight glass and record measurement. 1 - SHAFT YOKE BEARING CAP
2 - INCLINOMETER
NOTE: This measurement will give you the Output
Yoke Angle (A). (7) Subtract smaller figure from larger (C minus
A) to obtain Transmission Output Operating Angle.
(6) Rotate propeller shaft 90 degrees and place (8) Rotate propeller shaft 90 degrees and place
Inclinometer on yoke bearing parallel to the shaft Inclinometer on pinion yoke bearing parallel to the
(Fig. 5). Center bubble in sight glass and record mea- shaft (Fig. 6). Center bubble in sight glass and record
surement. This measurement can also be taken at measurement.
the rear end of the shaft.
NOTE: This measurement will give you the pinion (9) Subtract smaller figure from larger (C minus
shaft or Input Yoke Angle (B). B) to obtain axle Input Operating Angle.
Refer to rules given below and the example in (Fig.
7) for additional information.
Good cancellation of U-joint operating angles
(within 1).
Operating angles less than 3.
At least 1/2 of one degree continuous operating
(propeller shaft) angle.
Fig. 6 INPUT YOKE ANGLE (B)

1 - PINION YOKE BEARING CAP
2 - INCLINOMETER
Fig. 7 UNIVERSAL JOINT ANGLE EXAMPLE

1 - 4.9 Angle (C) 4 - 3.0 Angle (A)
2 - 3.2 Angle (B) 5 - Output Yoke
3 - Input Yoke
ADJUSTMENTS
The pinion angle of the front axle can be adjusted
by the use of adjustment cams in the lower suspen-
sion arms (Fig. 8). The primary function of the cams
is to adjust caster angle for alignment of the front
suspension. When using the cams to adjust pinion
angle, make sure that both cams are moved equally.
After pinion angle is adjusted, the front suspension
alignment should be checked to ensure that side-to-
side caster is with in acceptable range. Having the
correct pinion angle does have priority over having
the preferred caster angle.
A cam kit is available for the rear axle upper sus-
pension arms in order to provide adjustablity of the
pinion angle. Follow the procedures supplied with the
kit in order to ensure a safe installation.
Fig. 8 ADJUSTMENT CAM

1 - ADJUSTMENT CAM
2 - AXLE BRACKET
3 - BRACKET REINFORCEMENT
SPECI FI CAT I ON S
PROPELLER SHAFT

Front Shaft Front Yoke
19 14 -
Bolts
Front Shaft Rear Flange
27 20 -
Bolts
Rear Saft Rear Yoke Bolts 19 14 -
Rear Shaft Transfer Case
115 85 -
Flange Bolts
SPECIAL TOOLS
INCLINOMETER 7663
PROPELLER SH AFT - FRON T
REMOVAL
(1) With vehicle in neutral positon vehicle on hoist. Fig. 10 FRONT PROPELLER SHAFT
(2) Remove skid plate if equipped to gain access to 1 - FRONT AXLE
the propeller shaft. 2 - BOOT
3 - PROPELLER SHAFT
(3) Mark a line across the transfer case yoke, link 4 - CV-JOINT
yoke and propeller shaft yoke for installation refer- 5 - TRANSFER CASE
ence (Fig. 9). 6 - BOOT
7 - SLINGER
8 - CLAMP
9 - YOKE
PROPELLER SH AFT - REAR

REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Mark a line across the shaft and at each end of
the propeller shaft for installation reference.
(3) Remove U-joint strap bolts, at pinion shaft
yoke.
(4) Pry open clamp, holding dust boot to propeller
shaft yoke (Fig. 11).
Fig. 9 YOKE REFERENCE MARKS

1 - REFERENCE MARKS
(4) Remove U-joint strap bolts at the pinion shaft

yoke (Fig. 10).
(5) Remove transfer case yoke bolts.
(6) Push rear of propeller shaft forward to clear
transfer case yoke.
(7) Remove propeller shaft from vehicle.
INSTALLATION
(1) Install propeller shaft with reference marks
aligned.
(2) Loosely install bolts to hold universal joint to Fig. 11 DUST BOOT CLAMP
transfer case yoke.
1 - SLINGER
(3) Install U-joint strap bolts at the axle yoke and 2 - BOOT
tighten to 19 Nm (14 ft. lbs.). 3 - AWL
(4) Install universal joint to transfer case bolts and 4 - TRANSFER CASE
tighten to 27 Nm (20 ft. lbs.).
PROPELLER SH AFT - REAR (Cont inue d)
(5) Slide slip yoke off of transmission/transfer case PROPELLER SH AFT - REAR
output shaft and remove propeller shaft (Fig. 12).
RU BI CON
REMOVAL
(1) With vihicle in neutral, postion vehicle on
hoist.
(2) Mark reference lines across the pinion yoke,
transfer case flange and propeller shaft for installa-
tion reference.
(3) Remove transfer case flange bolts (Fig. 14) and
U-joint strap bolts at the pinion shaft yoke.
Fig. 12 REAR PROPELLER SHAFT

1 - CLAMP
2 - YOKE
3 - PROPELLER SHAFT
4 - AXLE YOKE
5 - CLAMP
6 - OUTPUT SHAFT
7 - BOOT
INSTALLATION
(1) Slide slip yoke on transmission/transfer case
output shaft. Align installation reference marks at Fig. 14 TRANSFER CASE FLANGE
axle yoke and install propeller shaft. 1 - REAR PROPELLER SHAFT
(2) Install U-joint strap bolts at axle yoke and 2 - REFERENCE MARK
3 - TRANSFER CASE FLANGE
(3) Tighten clamp with Clamp Tool C-4975A to (4) Remove propeller shaft from vehicle.
hold dust boot to propeller shaft yoke (Fig. 13).
Fig. 13 CRIMPING DUST BOOT CLAMP

1 - CLAMP TOOL
2 - SLINGER
3 - BOOT
4 - CLAMP
PROPELLER SH AFT - REAR RU BI CON (Cont inue d)
INSTALLATION
(1) Align installation reference marks at the pinion
yoke, transfer case flange and propeller shaft.
(2) Install U-joint strap and tighten bolts to 19
Nm (14 ft. lbs.).
(3) Install transfer case flange bolts (Fig. 15) and
Fig. 16 YOKE SNAP RING

1 - SNAP RING
Fig. 15 TRANSFER CASE FLANGE BOLTS

1 - REAR PROPELLER SHAFT
2 - TRANSFER CASE FLANGE
SI N GLE CARDAN U N I V ERSAL

J OI N T S
DISASSEMBLY
NOTE: Individual components of cardan universal
joints are not serviceable, they must be replaced as
an assembly.
(1) Tap the outside of the bearing cap assembly

with a drift to loosen the snap rings.
(2) Remove snap rings from both sides of yoke
(Fig. 16).
(3) Position a socket with a inside diameter large
enough to receive the bearing cap beneath the yoke
on the press. Fig. 17 PRESS OUT BEARING CAP
(4) Position yoke with the grease fitting if 1 - PRESS
equipped, pointing up. 2 - SOCKET
(5) Place another socket with an outside diameter
smaller than bearing cap on the upper bearing cap
and press the lower cap through the yoke (Fig. 17).
(6) Pull bearing cap of the yoke.
NOTE: If bearing cap will not come out, tap the

yoke ear near the bearing cap to dislodge the cap.
3 - 10 PROPELLER SHAFT TJ
SI N GLE CARDAN U N I V ERSAL J OI N T S (Cont inue d)
(7) Turn yoke over and straighten the cross in the

open hole. Then carefully press the end of the cross
until the other bearing cap can be removed (Fig. 18).
Fig. 19 U-JOINT CROSS

1 - CROSS
2 - YOKE
Fig. 18 PRESS OUT BEARING CAP

1 - CROSS
2 - BEARING CAP
ASSEMBLY
CAUTION: Keep cross and bearing cap straight dur-
ing installation. Failure to heed caution may result
in damage.
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1

or 2 grease to inside of yoke bores.
(2) Position cross in the yoke with lube fitting if
equipped, pointing up (Fig. 19).
(3) Place a bearing cap over the trunnion and
align cap with yoke bore (Fig. 20).
(4) Press bearing cap into the yoke bore enough to
clear snap ring groove.
(5) Install a snap ring.
(6) Repeat Step 3 and Step 4 to install the other
bearing cap.
Fig. 20 BEARING AND CROSS
NOTE: If joint is stiff or binding, strike the yoke with 1 - BEARING CAP
2 - TRUNNION
a soft hammer to seat the needle bearings.
(7) Add grease to lube fitting, if equipped.

TJ PROPELLER SHAFT 3 - 11
DOU BLE CARDAN U N I V ERSAL

J OI N T S
DISASSEMBLY
NOTE: Individual components of cardan universal
joints are not serviceable they must be replaced as
an assembly.
(1) Mark propeller shaft yoke and link yoke for

assembly reference.
(2) Tap the outside of the bearing cap assembly
with drift to loosen snap rings.
(3) Remove all bearing cap snap rings (Fig. 21).
Fig. 22 PRESS OUT BEARING
Fig. 21 SNAP RINGS

(4) Remove any grease fittings if equipped.
(5) Position a socket on the press with an inside
diameter large enough to receive the bearing cap
under the link yoke.
(6) Place another socket with an outside diameter
smaller than the bearing cap on the upper bearing
cap. Fig. 23 REMOVE BEARING FROM YOKE
(7) Press one bearing cap from the outboard side of
the link yoke enough to grasp the cap with vise jaws
(Fig. 22).
(8) Grasp protruding bearing cap with vise jaws
and tap link yoke with a mallet and drift to remove
bearing cap (Fig. 23).
DOU BLE CARDAN U N I V ERSAL J OI N T S (Cont inue d)
(9) Flip assembly and repeat Step 5, Step 6, Step 7 (3) Place a bearing cap over the trunnion and
and Step 8 to remove the opposite bearing cap. align cap with the yoke bore (Fig. 26).
(10) Remove cross centering kit assembly and
spring (Fig. 24).
Fig. 26 INSTALL BEARING CAP

Fig. 24 CENTERING KIT (4) Press bearing cap into the yoke bore enough to
(11) Press remaining bearing caps out the other clear snap ring groove (Fig. 27).
end of the link yoke, as described above to complete (5) Install a snap ring.
the disassembly.
ASSEMBLY
CAUTION: Alignment marks on link yoke and pro-
peller shaft yoke must be aligned during assem-
bled. Keep needle bearings upright in the bearing
cap. Failure to heed caution may result in damage.
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1

or 2 grease to inside of yoke bores.
(2) Fit a cross into propeller shaft yoke (Fig. 25).
Fig. 27 PRESS BEARING CAP
Fig. 25 INSTALL CROSS IN YOKE

TJ PROPELLER SHAFT 3 - 13
(6) Flip propeller shaft yoke and install other bear- (8) Install centering kit assembly inside the link
ing cap onto the opposite trunnion and install a snap yoke (Fig. 30).
ring (Fig. 28).
NOTE: Making sure the spring is properly posi-
tioned.

Fig. 30 CENTERING KIT
(7) Fit link yoke onto the remaining trunnions and
(9) Place two bearing caps on opposite trunnions of
press both bearing caps into place and install snap
the remaining cross. Fit open trunnions into the link
rings (Fig. 29).
yoke bores and the bearing caps into the centering
kit (Fig. 31).
Fig. 29 INSTALL LINK YOKE

Fig. 31 REMAINING CROSS
(10) Press remaining two bearing caps into place
and install snap rings (Fig. 32).
Fig. 34 VERIFY ASSEMBLY

(11) Tap snap rings to seat them into the grooves
(Fig. 33).
Fig. 33 SEAT SNAP RINGS

(12) Flexing joint beyond center, the joint should
snap over-center in both directions if assembled cor-
rectly (Fig. 34).
TJ FRONT AXLE - 181FBI 3 - 15
FRON T AX LE - 1 8 1 FBI
TABLE OF CONTENTS
page page
FRONT AXLE - 181FBI INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 35

DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 15 COLLAPSIBLE SPACER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 21 DIFFERENTIAL COVER
FRONT AXLE .............. . . . . . . . . . . 29 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 38
SPECIAL TOOLS ............. . . . . . . . . . . 29 DIFFERENTIAL
AXLE SHAFTS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 40
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 33 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
AXLE SHAFT SEALS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 41
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 DIFFERENTIAL CASE BEARINGS
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 33 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
SINGLE CARDAN UNIVERSAL JOINT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 43
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 PINION GEAR/RING GEAR
PINION SEAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 46
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
FRON T AX LE - 1 8 1 FBI BEARING NOISE

The axle shaft, differential and pinion bearings can
DIAGNOSIS AND TESTING all produce noise when worn or damaged. Bearing
noise can be either a whining, or a growling sound.
GEAR NOISE Pinion bearings have a constant-pitch noise. This
Axle gear noise can be caused by insufficient lubri- noise changes only with vehicle speed. Pinion bearing
cant, incorrect backlash, tooth contact, worn/damaged noise will be higher pitched because it rotates at a
gears or the carrier housing not having the proper faster rate. Drive the vehicle and load the differen-
offset and squareness. tial. If bearing noise occurs, the rear pinion bearing
Gear noise usually happens at a specific speed is the source of the noise. If the bearing noise is
range. The noise can also occur during a specific type heard during a coast, the front pinion bearing is the
of driving condition. These conditions are accelera- source.
tion, deceleration, coast, or constant load. Worn or damaged differential bearings usually pro-
When road testing, first warm-up the axle fluid by duce a low pitch noise. Differential bearing noise is
driving the vehicle at least 5 miles and then acceler- similar to pinion bearing noise. The pitch of differen-
ate the vehicle to the speed range where the noise is tial bearing noise is also constant and varies only
the greatest. Shift out-of-gear and coast through the with vehicle speed.
peak-noise range. If the noise stops or changes Axle shaft bearings produce noise and vibration
greatly: when worn or damaged. The noise generally changes
Check for insufficient lubricant. when the bearings are loaded. Road test the vehicle.
Incorrect ring gear backlash. Turn the vehicle sharply to the left and to the right.
Gear damage. This will load the bearings and change the noise
Differential side gears and pinions can be checked level. Where axle bearing damage is slight, the noise
by turning the vehicle. They usually do not cause is usually not noticeable at speeds above 30 mph.
noise during straight-ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
cle turns. A worn pinion mate shaft can also cause a
snapping or a knocking noise.
3 - 16 FRONT AXLE - 181FBI TJ
FRON T AX LE - 1 8 1 FBI (Cont inue d)
LOW SPEED KNOCK All driveline components should be examined
Low speed knock is generally caused by a worn before starting any repair.
U-joint or by worn side-gear thrust washers. A worn
pinion shaft bore will also cause low speed knock. DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
VIBRATION into gear (or the clutch engaged) can be caused by:
Vibration at the rear of the vehicle is usually High engine idle speed.
caused by: Transmission shift operation.
Damaged drive shaft. Loose engine/transmission/transfer case mounts.
Missing drive shaft balance weight(s). Worn U-joints.
Worn or out of balance wheels. Loose spring mounts.
Loose wheel lug nuts. Loose pinion gear nut and yoke.
Worn U-joint(s). Excessive ring gear backlash.
Loose/broken springs. Excessive side gear to case clearance.
Damaged axle shaft bearing(s). The source of a snap or a clunk noise can be deter-
Loose pinion gear nut. mined with the assistance of a helper. Raise the vehi-
Excessive pinion yoke run out. cle on a hoist with the wheels free to rotate. Instruct
Bent axle shaft(s). the helper to shift the transmission into gear. Listen
Check for loose or damaged front end components for the noise, a mechanics stethoscope is helpful in
or engine/transmission mounts. These components isolating the source of a noise.
can contribute to what appears to be a rear end
vibration. Do not overlook engine accessories, brack-
ets and drive belts.
DI AGN OST I C CH ART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash 4. Check adjustment of the ring
between the ring gear and pinion. gear and pinion backlash. Correct
as necessary.
5. Improper adjustment of pinion 5. Adjust the pinion bearings
gear bearings. pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact 7. Inspect and replace as
surfaces. necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid

excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect
and repair clutch as necessary.
Differential Cracked 1. Improper adjustment of the 1. Replace case and inspect gears
differential bearings. and bearings for further damage.
Set differential bearing pre-load
properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears

and bearings for further damage.
Set ring gear backlash properly.
3. Vehicle overloaded. 3. Replace case and inspect gears
Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears
Avoid erratic use of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill

differential with the correct fluid type
and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill

and quantity.
3. Excessive spinning of one 3. Replace scored gears. Inspect all
wheel/tire. gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
2. Worn axle shaft seals. 2. Replace seals.

3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored yoke. 5. Replace yoke and seal.
6. Axle cover not properly sealed. 6. Remove, clean, and re-seal
cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.

2. Improper grade of lubricant. 2. Fill differential with the correct
fluid type and quantity.
3. Bearing pre-loads too high. 3. Re-adjust bearing pre-loads.
4. Insufficient ring gear backlash. 4. Re-adjust ring gear backlash.
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other

gears and bearings for possible
damage.
2. Erratic clutch operation. 2. Replace gears and examine the

remaining parts for damage. Avoid
erratic clutch operation.
3. Ice-spotted pavement. 3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments. 4. Replace gears and examine
remaining parts for damage. Ensure
ring gear backlash is correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct

2. Improper ring gear and pinion 2. Check ring gear and pinion
adjustment. contact pattern.
3. Unmatched ring gear and pinion. 3. Replace gears with a matched
ring gear and pinion.
4. Worn teeth on ring gear and/or 4. Replace ring gear and pinion.
pinion.
5. Loose pinion bearings. 5. Adjust pinion bearing pre-load.
6. Loose differential bearings. 6. Adjust differential bearing
pre-load.
7. Mis-aligned or sprung ring gear. 7. Measure ring gear run-out.
Replace components as necessary.
8. Loose differential bearing cap 8. Inspect differential components
bolts. and replace as necessary. Ensure
that the bearing caps are torqued
tot he proper specification.
9. Housing not machined properly. 9. Replace housing.
REMOVAL
hoist.
(2) Position a lift under the axle and secure to the
axle.
(3) Remove brake components.
(4) Remove vent hose from axle shaft tube.
(5) Remove propeller shaft.
(6) Remove stabilizer bar links at the axle (Fig. 1).
Fig. 2 COIL SPRING & SHOCK ABSORBER

1 - RETAINER
2 - GROMMET
3 - SHOCK
4 - FRONT AXLE
Fig. 1 STABILIZER BAR
1 - RETAINER
2 - STABILIZER BAR
3 - LINK
4 - BUSHING
(7) Remove shock absorbers from axle brackets

(Fig. 2).
(8) Remove track bar from axle bracket (Fig. 3).
(9) Remove tie rod and drag link from steering
knuckle.
(10) Remove steering damper from axle bracket.
(11) Remove upper and lower suspension arms
from axle brackets.
(12) Lower lift enough to remove the axle. The coil
springs will drop with the axle.
(13) Remove coil springs from the axle.
INSTALLATION Fig. 3 TRACK BAR

1 - TRACK BAR
CAUTION: The weight of the vehicle must be sup- 2 - FRAME BRACKET
3 - FRONT AXLE
ported by the springs before suspension arms and
track bar fasteners can be tightened. Failure to
(1) Install springs and retainers and tighten
heed caution may result in damage.
retainer bolts to 21 Nm (16 ft. lbs.).
(2) Position axle under vehicle and align it with
the spring pads.
(3) Install upper and lower suspension arms in the (6) Install shock absorbers and tighten the bolts
axle brackets and loosely install bolts and nuts (Fig. (Fig. 6) to torque specification.
4).
Fig. 4 UPPER & LOWER SUSPENSION ARMS

2 - FRONT AXLE
(4) Connect the vent hose to the axle shaft tube.

Fig. 6 COIL SPRING & SHOCK ABSORBER
(5) Install track bar to the axle bracket and loosely
install bolt (Fig. 5). 1 - RETAINER
2 - GROMMET
3 - SHOCK
4 - FRONT AXLE
(7) Install stabilizer bar links to the axle brackets

and tighten nuts (Fig. 7) to torque specification.
Fig. 5 TRACK BAR

1 - TRACK BAR
2 - FRAME BRACKET
3 - FRONT AXLE

1 - RETAINER
2 - STABILIZER BAR
3 - LINK
4 - BUSHING
(8) Install drag link and tie rod and tighten nut to Compensation for pinion depth variance is
torque specification achieved with a select shim/oil slinger. The shims are
(9) Install steering damper to the axle bracket and placed between the rear pinion bearing and the pin-
tighten nut to torque specification. ion gear head (Fig. 9).
(10) Install brake components.
(11) Install propeller shaft.
(12) Remove lift from the axle and lower vehicle.
(13) Tighten upper and lower control arm nuts to
torque specification.
(14) Tighten track bar bolt at the axle bracket to
(15) Check the front wheel alignment.
ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets only. The identifying numbers for the ring and
pinion gear are etched/marked onto each gear (Fig.
8). A plus (+) number, minus () number or zero (0) is
etched/marked on the pinion gear. This number is
the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
etched/marked with a (0). The standard setting from
the center line of the ring gear to the back face of the
pinion is 92.08 mm (3.625 in.). The standard depth
provides the best gear tooth contact pattern.
Fig. 9 SHIM LOCATIONS

1 - PINION GEAR DEPTH SHIM/OIL SLINGER
2 - DIFFERENTIAL BEARING SHIM
If a new gear set is being installed, note the depth

variance etched into both the original and replace-
ment pinion. Add or subtract this number from the
thickness of the original depth shim/oil slinger to
compensate for the difference in the depth variances.
Refer to the Pinion Gear Depth Variance chart.
Note where Old and New Pinion Marking columns
intersect. Intersecting figure represents plus or
minus the amount needed.
Note the etched number on the face of the pinion
gear head (1, 2, 0, +1, +2, etc.). The numbers rep-
Fig. 8 PINION GEAR ID NUMBERS resent thousands of an inch deviation from the stan-
1 - PRODUCTION NUMBERS dard. If the number is negative, add that value to the
2 - PINION GEAR DEPTH VARIANCE required thickness of the depth shims. If the number
3 - GEAR MATCHING NUMBER
is positive, subtract that value from the thickness of
the depth shim. If the number is 0 no change is nec-
essary.
PI N I ON GEAR DEPT H VARI AN CE
Original Pinion Replacement Pinion Gear Depth Variance

Gear Depth
Variance 24 23 22 21 0 +1 +2 +3 +4
+4 +0.008 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0
+3 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001
+2 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002
+1 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002 20.003
0 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002 20.003 20.004
21 +0.003 +0.002 +0.001 0 20.001 20.002 20.003 20.004 20.005
22 +0.002 +0.001 0 20.001 20.002 20.003 20.004 20.005 20.006
23 +0.001 0 20.001 20.002 20.003 20.004 20.005 20.006 20.007
24 0 20.001 20.002 20.003 20.004 20.005 20.006 20.007 20.008
PINION DEPTH MEASUREMENT AND ADJUSTMENT (1) Assemble Pinion Height Block 6739, Pinion
Measurements are taken with pinion bearing cups Block 6733 and rear pinion bearing onto Screw 6741
and pinion bearings installed in the housing. Take (Fig. 10).
measurements with Pinion Gauge Set and Dial Indi- (2) Insert assembled height gauge components,
cator C-3339 (Fig. 10). rear bearing and screw into the housing through pin-
ion bearing cups (Fig. 11).
(3) Install front pinion bearing and Cone-nut 6740
hand tight.
Fig. 11 PINION HEIGHT BLOCK

1 - PINION BLOCK
2 - PINION HEIGHT BLOCK
Fig. 10 PINION GEAR DEPTH GAUGE TOOLS
1 - DIAL INDICATOR
2 - ARBOR
4 - CONE
5 - SCREW
6 - PINION BLOCK
7 - SCOOTER BLOCK
8 - ARBOR DISC
(4) Place Arbor Disc 6732 on Arbor D-115-3 in posi-
tion in axle housing side bearing cradles (Fig. 12).
Install differential bearing caps on arbor discs and
tighten cap bolts to 41 Nm (30 ft. lbs.).
NOTE: Arbor Discs 6732 has different step diame-

ters to fit other axles. Choose proper step for axle
being serviced.
Fig. 13 PINION DEPTH MEASUREMENT

1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR
overall shim thickness to take up differential side

play is measured, the pinion is installed, and the
gear backlash shim thickness is measured. The over-
Fig. 12 GAUGE TOOLS IN HOUSING all shim thickness is the total of the dial indicator
reading and the preload specification added together.
1 - ARBOR DISC
2 - PINION BLOCK The gear backlash measurement determines the
3 - ARBOR thickness of the shim used on the ring gear side of
4 - PINION HEIGHT BLOCK the differential case. Subtract the gear backlash shim
thickness from the total overall shim thickness and
(5) Assemble Dial Indicator C-3339 into Scooter select that amount for the pinion gear side of the dif-
Block D-115-2 and secure set screw. ferential (Fig. 14). Differential shim measurements
(6) Position Scooter Block/Dial Indicator flush on are performed with spreader W-129-B removed.
the pinion height block. Hold scooter block and zero
the dial indicator.
(7) Slowly slide the scooter block across the pinion
height block over to the arbor (Fig. 13). Move the
scooter block till the dial indicator probe crests the
arbor and record the highest reading.
(8) Select a shim/oil baffle equal to the dial indica-
tor reading plus the pinion depth variance number
etched in the face of the pinion (Fig. 8). For example,
if the depth variance is 2, add +0.002 in. to the dial
indicator reading.
DIFFERENTIAL SIDE BEARING PRELOAD AND

GEAR BACKLASH
Differential side bearing preload and gear backlash
is achieved by selective shims positioned behind the
differential side bearing cones. The proper shim
thickness can be determined using slip-fit Dummy
Bearings D-348 in place of the differential side bear-
ings and a Dial Indicator C-3339. Before proceeding
with the differential bearing preload and gear back-
lash measurements, measure the pinion gear depth
and prepare the pinion for installation. Establishing Fig. 14 SHIM LOCATIONS
proper pinion gear depth is essential to establishing 1 - PINION GEAR DEPTH SHIM/OIL SLINGER
gear backlash and tooth contact patterns. After the 2 - DIFFERENTIAL BEARING SHIM
PRELOAD SHIM SELECTION
NOTE: It is difficult to salvage the differential side
bearings during the removal procedure. Install
replacement bearings if necessary.
(1) Remove differential side bearings from differ-

ential case.
(2) Remove factory installed shims from differen-
tial case.
(3) Install ring gear on differential case and
tighten bolts to specification.
(4) Install dummy side bearings D-348 on differen-
tial case.
(5) Install differential case in the housing.
(6) Install marked bearing caps in their correct
positions. Install and snug the bolts (Fig. 15). Fig. 16 SEAT DUMMY BEARINGS PINION SIDE
1 - MALLET
2 - DIFFERENTIAL HOUSING
3 - DIFFERENTIAL CASE
Fig. 15 BEARING CAP BOLTS

1 - BEARING CAP
Fig. 17 SEAT DUMMY BEARING RING GEAR SIDE
(7) With a dead-blow hammer, seat the differential 1 - DIFFERENTIAL HOUSING
dummy bearings to each side of the housing (Fig. 16) 2 - MALLET
and (Fig. 17). 3 - DIFFERENTIAL CASE
(8) Thread Pilot Stud C-3288-B into rear cover bolt
hole below ring gear (Fig. 18). (14) Remove differential case and dummy bearings
(9) Attach the Dial Indicator C-3339 to pilot stud. from the housing.
Position the dial indicator plunger on a flat surface (15) Install the pinion gear in the housing. Install
between the ring gear bolt heads (Fig. 18). the pinion yoke and establish the correct pinion
(10) Push and hold differential case to pinion gear rotating torque.
side of the housing and zero dial indicator (Fig. 19). (16) Install differential case and dummy bearings
(11) Push and hold differential case to ring gear D-348 in the housing (without shims), install bearing
side of the housing and record the dial indicator caps and tighten bolts snug.
reading (Fig. 20). (17) Seat ring gear side dummy bearing (Fig. 17).
(12) Add 0.008 in. (0.2 mm) to the zero end play
total. This new total represents the thickness of
shims to compress or preload the new bearings when
the differential is installed.
(13) Rotate dial indicator out of the way on the
pilot stud.
Fig. 20 READ DIAL INDICATOR

1 - READ DIAL INDICATOR
2 - DIFFERENTIAL CASE TO RING GEAR SIDE
(19) Push and hold differential case toward pinion

gear and zero the dial indicator (Fig. 21).
Fig. 18 DIFFERENTIAL SIDE PLAY MEASUREMENT
3 - PILOT STUD
4 - DIAL INDICATOR
Fig. 21 ZERO DIAL INDICATOR

1 - ZERO DIAL INDICATOR FACE
2 - FORCE DIFFERENTIAL CASE TO PINION GEAR SIDE
3 - PINION GEAR
Fig. 19 DIAL INDICATOR LOCATION 5 - DIFFERENTIAL CASE
1 - FORCE DIFFERENTIAL CASE TO PINION GEAR SIDE

2 - PILOT STUD
3 - DIAL INDICATOR
(18) Position the dial indicator plunger on a flat

surface between the ring gear bolt heads (Fig. 18).
(20) Push and hold differential case to ring gear (35) Push and hold ring gear downward while not
side of the housing and record dial indicator reading allowing the pinion gear to rotate. Dial indicator
(Fig. 22). reading should be between 0.12 mm - 0.20 mm (0.005
in. - 0.008 in.). If backlash is not within specifications
transfer the necessary amount of shim thickness
from one side of the housing to the other (Fig. 24).
(36) Verify differential case and ring gear runout
by measuring ring to pinion gear backlash at eight
locations around the ring gear. Readings should not
vary more than 0.05 mm (0.002 in.). If readings vary
more than specified, the ring gear or the differential
case is defective.
After the proper backlash is achieved, perform
Gear Contact Pattern procedure.
Fig. 22 DIFFERENTIAL CASE RING GEAR SIDE

2 - FORCE DIFFERENTIAL CASE TO RING GEAR SIDE
3 - PINION GEAR
(21) Subtract 0.05 mm (0.002 in.) from the dial

indicator reading to compensate for backlash between
ring and pinion gears. This total is the thickness
shim required to achieve proper backlash.
(22) Subtract the backlash shim thickness from
the total preload shim thickness. The remainder is Fig. 23 RING GEAR BACKLASH MEASUREMENT
the shim thickness required on the pinion side of the 1 - DIAL INDICATOR
housing.
(23) Rotate dial indicator out of the way on pilot
stud.
(24) Remove differential case and dummy bearings
from the housing.
(25) Install the selected shims onto the differential
case hubs.
(26) Install side bearings and cups on differential
case.
(27) Install spreader W-129-B and adaters from
Adapter Set 6987, onto housing. Spread the housing
to receive differential case.
(28) Install differential case into the housing.
(29) Remove spreader from the housing.
(30) Install bearing caps and tighten bolts to 61
Nm (45 ft. lbs.).
(31) Rotate the differential case several times to
seat the side bearings.
(32) Position the indicator plunger against a ring
gear tooth (Fig. 23).
(33) Push and hold ring gear upward while not
allowing the pinion gear to rotate.
(34) Zero dial indicator face to pointer.
Fig. 24 BACKLASH SHIM
GEAR CONTACT PATTERN
The ring gear and pinion teeth contact patterns
will show if the pinion depth is correct in the hous-
ing. It will also show if the ring gear backlash has
been adjusted correctly. The backlash can be adjusted
within specifications to achieve desired tooth contact
patterns.
The TOP LAND of the gear tooth is the top surface
of the tooth. The PROFILE of the gear tooth is the
depth of the tooth. The TOE of the gear is the por-
tion of the tooth surface at the end towards the cen-
ter. The HEEL of the gear is the portion of the tooth
at the outer-end. The ROOT of the gear tooth is the
lowest portion of the tooth (Fig. 25).
NOTE: If the PROFILE across the tooth is the same Fig. 25 GEAR DESCRIPTION
it is a 3 Axis cut gear. If the PROFILE across the 1 - TOP LAND
tooth is tapered it is a 2 Axis cut gear. 2 - PROFILE
3 - TOE
(1) Apply a thin coat of hydrated ferric oxide or equiva- 4 - HEEL
5 - ROOT
lent to the drive and coast side of the ring gear teeth.
(2) Wrap, twist and hold a shop towel around the pinion The areas on the ring gear teeth with the greatest
yoke to increase the turning resistance of the pinion. This degree of contact against the pinion teeth will
will provide a more distinct contact pattern. squeeze the compound to the areas with the least
(3) With a boxed end wrench on the ring gear bolt, amount of contact. Note and compare patterns on the
rotate the differential case one complete revolution in ring gear teeth to Gear Tooth Contact Patterns chart
both directions while a load is being applied from (Fig. 26) and (Fig. 27) and adjust pinion depth and
shop towel. gear backlash as necessary.
Fig. 26 PATTERN INTERPRETATION (GEAR CUT 2 AXIS)


DIFFERENTIAL BEARING PRELOAD CHECK
The final check on the differential assembly before
installing the axles is torque to rotate pinion and dif-
ferential combined. This will verify the correct differ-
ential bearing preload.
Torque to rotate the differential and pinion should
be the torque to rotate the pinion plus 0.79-1.24 Nm
(7-11 in. lbs.).
SPECI FI CAT I ON S
FRONT AXLE
AX LE SPECI FI CAT I ON S
Axle Ratio 3.07, 3.73, 4.10, 4.56
Ring Gear Backlash 0.12-0.20 mm (0.005-0.008 in.)
Pinion Bearing Preload - Original Bearings 1.13-2.26 Nm (10-20 in. lbs.)
Pinion Bearing Preload - New Bearings 2-3.4 Nm (15-30 in. lbs.)

Fill Hole Plug 34 25 -
Differential Cover Bolts 41 30 -
Bearing Cap Bolts 61 45 -
Ring Gear Bolts 108 80 -
Pinion Bearing Nut Min -
217 - 678 160 - 500 -
Max
Axle Nut 237 175 -
Hub Bearing Bolts 102 75 -
SPECIAL TOOLS
WRENCH C-3281
PULLER C-293-PA
PILOT STUD C-3288-B
ADAPTER C-293-39
DIAL INDICATOR C-3339 PULLER C-452
INSTALLER C-3716-A
INSTALLER D-130
INSTALLER C-3972-A INSTALLER D-146
REMOVER D-149
HANDLE C-4171
DUMMY BEARINGS D-348
REMOVER C-4345
PLUG SP-3289 TURNBUCKLE 6797
SPREADER W-129-B SPANNER WRENCH 6958
INSTALLER W-162-D
ADAPTER KIT 6987B
CUP 8109
INSTALLER W-262
INSTALLER DISCS 8110

PINION DEPTH SET 6774
AX LE SH AFT S (5) Remove hub bearing from steering knuckle.

(6) Remove axle shaft assembly (Fig. 29) from axle
REMOVAL
hoist.
(3) Remove cotter pin, nut retainer and axle hub nut.
(4) Remove hub bearing bolts (Fig. 28).
Fig. 29 HUB BEARING AND AXLE ASSEMBLY

1 - AXLE
2 - KNUCKLE
3 - HUB BEARING
4 - AXLE SHAFT
(7) Remove brake rotor shield from the hub bear-

Fig. 28 HUB BEARING BOLTS ing or knuckle.
1 - AXLE SHAFT
2 - AXLE
3 - KNUCKLE
4 - HUB BEARING
Fig. 30 HUB BEARING & KNUCKLE

5 - NUT
AX LE SH AFT S (Cont inue d)
INSTALLATION
(1) Clean axle shaft and apply a thin film of
Mopar Wheel Bearing Grease or equivalent to the
shaft splines, seal contact surface and hub bore.
(2) Install brake rotor shield on knuckle.
(3) Install axle shaft into differential side gears.
(4) Install hub bearing and tighten bolts to 102
Nm (75 ft. lbs.).
(5) Install axle washer and nut. Tighten nut to 237
Nm (175 ft. lbs.) and install nut retainer and cotter
pin (Fig. 30).
AX LE SH AFT SEALS
REMOVAL Fig. 32 DIFFERENTIAL CASE
1 - AXLE HOUSING
hoist. 2 - DIFFERENTIAL CASE
(2) Remove axle shafts (Fig. 31). 3 - BEARING CUPS
INSTALLATION
(1) Remove any sealer remaining from original
seals.
(2) Install oil seals with Discs 8110 and Turn-
buckle 6797 (Fig. 33). Tighten tool until disc bottoms
in housing.

1 - AXLE
2 - KNUCKLE
3 - HUB BEARING
4 - AXLE SHAFT
(3) Remove differential assembly (Fig. 32).

(4) Remove inner axle shaft seals with a pry bar.
Fig. 33 AXLE SEAL INSTALLATION

1 - TURNBUCKLE
2 - DISCS
(3) Install differential and axle shafts.

SI N GLE CARDAN U N I V ERSAL (3) Place a socket (receiver) with an inside diame-
ter larger than the bearing cap against the yoke and
J OI N T the perimeter of the bearing cap to be removed.
(4) Place a socket (driver) with an outside diame-
REMOVAL ter smaller than the bearing cap against the opposite
bearing cap.
CAUTION: Clamp only the narrow forged portion of (5) Position yoke with the sockets in a vise (Fig.
the yoke in the vise. Failure to heed caution may 35).
result in damage.
(1) Remove axle shaft.

(2) Remove bearing cap retaining snap rings (Fig.
34).
Fig. 35 YOKE BEARING CAP REMOVAL

1 - LARGE-DIAMETER SOCKET
2 - VISE
3 - SMALL-DIAMETER SOCKET
(6) Tighten vise jaws, to force bearing cap into the

Fig. 34 AXLE SHAFT OUTER U-JOINT socket (receiver).
1 - SHAFT YOKE (7) Release vise jaws. Remove sockets and bearing
2 - BEARING CAP
3 - SNAP RINGS
cap forced out of the yoke.
4 - BEARING CAP (8) Repeat above procedure for the remaining bear-
5 - SPINDLE YOKE ing cap and remove cross from propeller shaft yoke.
6 - BEARING
7 - BEARING CAP
8 - SNAP RINGS
9 - BEARING CAP
NOTE: Saturate the bearing caps with penetrating

oil prior to removal.
SI N GLE CARDAN U N I V ERSAL J OI N T (Cont inue d)
INSTALLATION (4) Rotate pinion gear three or four times.

(5) Record rotating torque of the pinion gear with
CAUTION: Keep cross and bearing cap straight dur- an inch pound torque wrench, for installation refer-
ing installation. Failure to heed caution may result ence.
in damage. (6) Hold pinion yoke with Wrench 6958 and
remove pinion nut and washer.
(1) Pack bearing caps 1/3 full of wheel bearing (7) Remove pinion yoke with Remover C-452 and
lubricant (Fig. 36). Apply extreme pressure (EP), lith- Wrench C-3281 (Fig. 37).
ium-base lubricant to aid in installation.
Fig. 37 PINION YOKE REMOVER

1 - WRENCH
2 - PINION YOKE
3 - REMOVER
Fig. 36 AXLE SHAFT OUTER U-JOINT (8) Remove seal with a pry tool or a slide hammer
1 - SHAFT YOKE mounted screw.
2 - BEARING CAP
3
4
-
-
SNAP RINGS
BEARING CAP
INSTALLATION
5 - SPINDLE YOKE (1) Apply a light coating of gear lubricant on the
6 - BEARING lip of pinion seal. Install seal with an appropriate
7 - BEARING CAP
8 - SNAP RINGS
installer (Fig. 38).
9 - BEARING CAP
(2) Position cross in the yoke. Insert seals and

bearings, then tap bearing caps into the yoke bores
far enough to hold spider in position.
(3) Place socket (driver) against one bearing cap.
Position yoke with the socket in a vise.
(4) Tighten vise to force bearing caps into the
yoke. Force the caps enough to install retaining clips.
(5) Install bearing cap retaining clips.
(6) Install axle shaft.
PI N I ON SEAL Fig. 38 PINION SEAL INSTALLER

1 - HANDLE
REMOVAL 2 - INSTALLER
hoist.
(2) Remove brake rotors and calipers.
(3) Remove propeller shaft from the yoke.
PI N I ON SEAL (Cont inue d)
(2) Install yoke on pinion gear with Installer
W-162-D, Cup 8109 and Holder 6958 (Fig. 39).
Fig. 40 PINION ROTATING TORQUE

1 - TORQUE WRENCH
2 - PINION YOKE
Fig. 39 PINION YOKE INSTALLER
1 - INSTALLER
2 - PINION YOKE
3 - SPANNER WRENCH
CAUTION: Do not exceed the minimum tightening

torque when installing the pinion yoke retaining nut
at this point. Failure to heed caution may result in
damage
(3) Install pinion washer and a new nut on the

pinion gear shaft.
NOTE: Tighten nut only enough to remove the shaft

end play.
(4) Tighten pinion nut to 217 Nm (160 ft. lbs.).

(5) Rotate pinion shaft using an inch pound torque
wrench. Rotating torque should be equal to the read-
ing recorded during removal, plus an additional 0.56
Nm (5 in. lbs.) (Fig. 40).
(6) If rotating torque is low, use Spanner 6958
(Fig. 41) to hold the pinion yoke and tighten pinion
shaft nut in 6.8 Nm (5 ft. lbs.) increments until
proper rotating torque is achieved.
Fig. 41 YOKE HOLDER
(7) Install propeller shaft with reference marks
1 - PINION YOKE
aligned. 2 - SPANNER WRENCH
(8) Install brake rotors and calipers. 3 - PIPE
COLLAPSI BLE SPACER

REMOVAL
hoist.
(2) Remove brake rotors and calipers.
(3) Remove propeller shaft from axle yoke.
(4) Rotate pinion gear three or four times.
(5) Record rotating torque of the pinion gear with
an inch pound torque wrench.
(6) Hold pinion yoke with Spanner Wrench 6958
and remove pinion nut and washer.
(7) Remove pinion yoke with Remover C-452 and Fig. 43 PINION SEAL INSTALLER
Flange Wrench C-3281 (Fig. 42). 1 - HANDLE
2 - INSTALLER

1 - WRENCH
2 - PINION YOKE
3 - REMOVER
(8) Remove pinion seal with a suitable pry tool or

a slide hammer mounted screw.
(9) Remove front pinion bearing off pinion gear
shaft, with a pair of pick tools. If bearing becomes Fig. 44 PINION YOKE INSTALLER
bound on the shaft, lightly tap the end of the pinion 1 - INSTALLER
gear with a rubber hammer. 2 - PINION YOKE
3 - SPANNER WRENCH
(10) Remove collapsible spacer.
CAUTION: Never loosen pinion gear nut to decrease
INSTALLATION pinion gear bearing rotating torque and never
(1) Install new collapsible spacer on pinion shaft. exceed specified preload torque. Failure to heed
(2) Install front pinion bearing. caution may result in damage.
(3) Apply a light coating of gear lubricant on the
lip of pinion seal and install seal with an appropriate
(4) Install yoke with Installer W-162-D, Cup 8109
and Spanner Wrench 6958 (Fig. 44).
(5) Install pinion washer and new nut and tighten
nut to 217 Nm (160 ft. lbs.).
COLLAPSI BLE SPACER (Cont inue d)
(6) With yoke Spanner Wrench 6958 and a torque
wrench set at 678 Nm (500 ft. lbs.), slowly tighten
nut (Fig. 45) in 6.8 Nm (5 ft. lbs.) increments until
rotating torque is achieved. Measure rotating torque
with inch pound torque wrench frequently to avoid
over crushing the collapsible spacer (Fig. 46).
CAUTION: If more than 687 Nm (500 ft. lbs.) torque

is required to crush the collapsible spacer, the
spacer is defective and must be replaced. Failure to

1 - TORQUE WRENCH
2 - PINION YOKE
INSTALLATION
(1) Apply a 6.35mm (1/4 in.) bead of Mopar Sili-
cone Rubber Sealant or equivalent to the housing
cover (Fig. 47).
Fig. 45 YOKE SPANNER WRENCH

1 - PINION YOKE
2 - SPANNER WRENCH
3 - PIPE
(7) Rotating torque should be the recorded reading

during removal, plus an additional 0.56 Nm (5 in.
lbs.).
(9) Install brake rotors and calipers.
DI FFEREN T I AL COV ER
REMOVAL
hoist.
(2) Remove drain plug.
(3) Remove cover bolts.
(4) Remove cover and drain lubricant.
Fig. 47 HOUSING COVER - TYPICAL
1 - SEALANT SURFACE
2 - SEALANT
3 - SEALANT THICKESS
DI FFEREN T I AL COV ER (Cont inue d)
CAUTION: If housing cover is not installed within 3
to 5 minutes, the cover must be cleaned and new
RTV applied. Failure to heed caution may result in
damage.
(2) Install cover and identification tag. Tighten

cover bolts in a criss-cross pattern to 41 Nm (30 ft.
lbs.).
(3) Fill differential to specifications.
(4) Install fill plug and tighten to 34 Nm (25 ft.
lbs.).
DI FFEREN T I AL
REMOVAL
(1) Remove differential cover and fluid to drain.
(2) Remove hub bearings and axle shafts.
(3) Note the installation reference letters stamped
on the bearing caps and housing machined sealing
surface (Fig. 48).
Fig. 49 SPREADER LOCATION

1 - AXLE HOUSING
2 - DOWEL
3 - SAFETY HOLD DOWN
4 - SPREADER
5 - TURNBUCKLE
Fig. 48 BEARING CAP IDENTIFICATION

1 - INSTALLATION REFERENCE LETTERS
(4) Loosen the differential bearing cap bolts.

(5) Position Spreader W-129-B and Adapter from
Kit 6987, with the tool dowel pins seated in the locat-
ing holes (Fig. 49). Install holddown clamps and Fig. 50 DIAL INDICATOR LOCATION
tighten the tool turnbuckle finger-tight. 1 - INDICATOR CLAMP
(6) Install Pilot Stud C-3288-B at the left side of 2 - DIAL INDICATOR
the differential housing. Attach Dial Indicator C-3339 3 - LEVER ADAPTER
4 - SPREADER
to guide pin. Load indicator plunger against the 5 - PILOT STUD
opposite side of the housing (Fig. 50) and zero indi-
cator.
DI FFEREN T I AL (Cont inue d)
(7) Spread housing while measuring the distance
with the dial indicator (Fig. 51).
CAUTION: Do not spread over 0.50 mm (0.020 in).

Failure to heed caution may result in damage.
Fig. 52 DIFFERENTIAL CASE

1 - AXLE HOUSING
3 - BEARING CUPS
Fig. 51 SPREAD DIFFERENTIAL HOUSING

1 - INDICATOR
2 - SPREADER
(8) Remove dial indicator.

(9) Hold differential case in position while remov-
ing differential bearing caps.
(10) Remove differential from the housing (Fig.
52).
(11) Remove spreader from housing.
(12) Clean housing cavity with a flushing oil, light
engine oil or lint free cloth.
NOTE: Do not use water, steam, kerosene or gaso-

line for cleaning.
Fig. 53 MATE SHAFT ROLL PIN

DISASSEMBLY 1 - DRIFT
(1) Remove ring gear. 2 - LOCKPIN
(2) Drive out roll pin holding pinion gear mate 3 - MATE SHAFT
shaft with a punch (Fig. 53).
(3) Remove pinion gear mate shaft from the differ-
ential case and pinion mate gears.
(4) Rotate differential side gears and remove pin-
ion mate gears and thrust washers (Fig. 54).
Fig. 55 MATE SHAFT ROLL PIN

1 - PUNCH
Fig. 54 PINION MATE GEAR 2 - PINION MATE SHAFT
3 - MATE SHAFT LOCKPIN
1 - THRUST WASHER
2 - SIDE GEAR
3 - PINION MATE GEAR
(5) Remove differential side gears and thrust

washers.
ASSEMBLY
(1) Install differential side gears and thrust wash-
ers.
(2) Install pinion mate gears and thrust washers.
(3) Install pinion gear mate shaft. Align roll pin
holes in shaft and the differential case.
(4) Install pinion mate shaft roll pin in the differ-
ential case (Fig. 55).
(5) Install the ring gear.
INSTALLATION
NOTE: If replacement differential bearings or differ-
ential case are being installed, differential side
bearing shim requirements may change. Refer to
Adjustments (Differential Bearing Preload and Gear
Backlash) to determine the proper shim selection.
(1) Position Spreader W-129-B and Adapter Kit 1 - AXLE HOUSING
6987, with the tool dowel pins seated in the locating 2 - DOWEL
holes (Fig. 56). Install holddown clamps and tighten 3 - SAFETY HOLD DOWN
4 - SPREADER
turnbuckle finger-tight. 5 - TURNBUCKLE
(2) Install a Pilot Stud C-3288-B at the left side of
the differential housing. Attach Dial Indicator C-3339
to pilot stud. Load the lever adapter against the
opposite side of the housing (Fig. 57) and zero indi-
cator.
Fig. 57 DIAL INDICATOR LOCATION Fig. 58 SPREAD DIFFERENTIAL HOUSING

1 - CLAMP
1 - INDICATOR
2 - DIAL INDICATOR
2 - SPREADER
3 - LEVER ADAPTER
4 - SPREADER
5 - PILOT STUD

CAUTION: Do not spread over 0.50 mm (0.020 in).


(5) Install differential case in the housing. Tap dif-
ferential case to seat bearings cups in the housing.
(6) Install bearing caps at their original locations
(Fig. 59).
(7) Loosely install differential bearing cap bolts.
(8) Remove axle housing spreader.
(9) Tighten bearing cap bolts to 61 Nm (45 ft.
lbs.).
Fig. 59 BEARING CAP IDENTIFICATION
(10) Install hub bearings and axle shafts.
(11) Install differential cover. 2 - INSTALLATION REFERENCE LETTERS
DI FFEREN T I AL CASE INSTALLATION

BEARI N GS NOTE: If replacement differential side bearings or
differential case are being installed, differential side
REMOVAL bearing shim requirements may change. Refer to
(1) Remove bearings from the differential case Adjustments (Differential Bearing Preload and Gear
with Puller/Press C-293-PA, C-293-39 Adapter and Backlash) to determine the proper shim selection.
Plug SP-3289 (Fig. 60).
(1) Install differential side bearing shims onto dif-
ferential case hubs.
(2) Install differential side bearings with Installer
C-3716-A and Handle C-4171 (Fig. 61).
Fig. 60 DIFFERENTIAL BEARING Fig. 61 DIFFERENTIAL CASE BEARING

1 - ADAPTERS 1 - INSTALLER
2 - BEARING 2 - HANDLE
3 - DIFFERENTIAL
4 - PLUG
5 - PULLER
PI N I ON GEAR/RI N G GEAR
REMOVAL
NOTE: The ring and pinion gears are serviced as a
matched set. Never replace one gear without replac-
ing the other matched gear.
(1) Remove differential from axle housing.

(2) Secure differential case in a vise with soft
metal jaw (Fig. 62).
(3) Remove ring gear bolts from the differential
case.
(4) Drive ring gear off the differential case with a
dead-blow hammer (Fig. 62).

1 - PINION YOKE
2 - SPANNER WRENCH
3 - PIPE
Fig. 62 RING GEAR

1 - DIFFERENTAIL CASE
2 - RING GEAR
3 - HAMMER
(5) Hold yoke with Spanner Wrench 6958 and

remove the pinion nut and washer (Fig. 63).
(6) Remove pinion yoke with Remover C-452 and
Flange Wrench C-3281 (Fig. 64).
Fig. 64 PINION YOKE

1 - FLANGE WRENCH
2 - PINION YOKE
3 - REMOVER
PI N I ON GEAR/RI N G GEAR (Cont inue d)
(7) Remove pinion and collapsible spacer from the (9) Remove rear pinion bearing cup from the hous-
housing (Fig. 65). ing (Fig. 67) with Remover D-149 and Handle
C-4171.
Fig. 65 PINION GEAR Fig. 67 REAR BEARING CUP

1 - REMOVER
1 - DEAD-BLOW HAMMER
2 - HANDLE
(8) Remove front pinion bearing cup, bearing, oil (10) Remove collapsible spacer from pinion shaft
slinger and pinion seal with Remover C-4345 and (Fig. 68).
Handle C-4171 (Fig. 66).
Fig. 68 COLLAPSIBLE SPACER

Fig. 66 FRONT BEARING CUP 1 - COLLAPSIBLE SPACER
2 - SHOULDER
1 - REMOVER
3 - PINION
2 - HANDLE
4 - PINION DEPTH SHIM
5 - REAR BEARING
(11) Remove rear pinion bearing with Puller/Press
C-293-PA and Adapters C-293-39 (Fig. 69).
Fig. 70 REAR PINION BEARING CUP

Fig. 69 REAR PINION BEARING 1 - INSTALLER
2 - HANDLE
1 - PULLER
2 - VISE
3 - ADAPTERS
4 - PINION GEAR SHAFT
(12) Remove pinion depth shim/oil slinger from the

pinion shaft and record thickness.
INSTALLATION
NOTE: A pinion depth shim/oil slinger is placed
between the rear pinion bearing cone and the pin-
ion head to achieve proper ring gear and pinion
mesh. If ring gear and pinion are reused, the pinion
depth shim/oil slinger should not require replace-
ment. Refer to Adjustment (Pinion Gear Depth) to
select the proper thickness shim/oil slinger if ring
and pinion gears are replaced.
(1) Apply Mopart Door Ease or equivalent lubri- Fig. 71 FRONT PINION BEARING CUP
cant to outside surface of the pinion bearing cups. 1 - INSTALLER
Install rear bearing cup with Installer D-146 and 2 - HANDLE
Driver Handle C-4171 (Fig. 70) and verify cup is
seated.
(2) Install front bearing cup with Installer D-130
and Handle C-4171 (Fig. 71) and verify cup is seated.
(3) Install front pinion bearing, and oil slinger.
Fig. 72 PINION SEAL INSTALLER

1 - HANDLE
2 - INSTALLER
(5) Install rear pinion depth shim/oil slinger and

bearing on the pinion shaft with Installer W-262 and Fig. 74 COLLAPSIBLE PRELOAD SPACER
a press (Fig. 73).
1 - COLLAPSIBLE SPACER
2 - SHOULDER
3 - PINION GEAR
4 - OIL SLINGER
5 - REAR BEARING
Fig. 73 REAR PINION BEARING

1 - PRESS
2 - INSTALLATER
3 - PINION DEPTH SHIM/OIL SLINGER
4 - DRIVE PINION
5 - REAR PINION BEARING
(6) Install new collapsible spacer on pinion shaft 1 - INSTALLER
2 - PINION YOKE
and install pinion into the housing (Fig. 74). 3 - SPANNER WRENCH
(7) Install yoke with Installer W-162-B, Cup 8109
and Spanner Wrench 6958 (Fig. 75). (8) Install pinion washer and a new nut onto the
pinion. Tighten the nut to 216 Nm (160 ft. lbs.).
CAUTION: Never loosen the pinion nut to decrease
pinion bearing rotating torque and never exceed
specified preload torque. Failure to heed caution
may result in damage.
(9) Using Spanner Wrench 6958 and torque

wrench set at 678 Nm (500 ft. lbs.) (Fig. 76). Slowly
tighten the nut in 6.8 Nm (5 ft. lb.) increments until
the rotating torque is achieved. Measure rotating
torque frequently to avoid over crushing the collaps-
ible spacer (Fig. 77).

Fig. 77 PINION ROTATION TORQUE

1 - TORQUE WRENCH
2 - PINION YOKE

1 - PINION YOKE
2 - SPANNER WRENCH
3 - PIPE
(10) Check bearing rotating torque with an inch

pound torque wrench (Fig. 77). The torque necessary
to rotate the pinion should be:
Original Bearings: 1.13 to 2.26 Nm (10 to 20 in.
lbs.).
New Bearings: 1.7 to 3.4 Nm (15 to 30 in. lbs.).
(11) Invert the differential case and start two ring Fig. 78 RING GEAR BOLT
gear bolts. This will provide case-to-ring gear bolt 1 - TORQUE WRENCH
hole alignment. 2 - RING GEAR BOLT
(12) Invert the differential case in the vise and 3 - RING GEAR
4 - CASE
install new ring gear bolts and alternately tighten to
108 Nm (80 ft. lbs.) (Fig. 78). (13) Install differential and verify differential bear-
ing preload, gear mesh and contact pattern.
CAUTION: Never reuse ring gear bolts. Failure to
FRON T AX LE - 2 1 6 FBI
TABLE OF CONTENTS
page page
FRONT AXLE - 216FBI INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 69

DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 49 DIFFERENTIAL COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 55 DIFFERENTIAL - TRU-LOK
SPECIFICATIONS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 71
FRONT AXLE .............. . . . . . . . . . . 63 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
SPECIAL TOOLS ............. . . . . . . . . . . 63 DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 71
AXLE SHAFTS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 75
AXLE SHAFT SEALS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 76
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 DIFFERENTIAL - TRU-LOK PUMP
SINGLE CARDAN UNIVERSAL JOINT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 78
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 PINION GEAR/RING GEAR
PINION SEAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 81
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
FRON T AX LE - 2 1 6 FBI BEARING NOISE

DIAGNOSIS AND TESTING all produce noise when worn or damaged. Bearing
GEAR NOISE Pinion bearings have a constant-pitch noise. This
Axle gear noise can be caused by insufficient lubri- noise changes only with vehicle speed. Pinion bearing
cant, incorrect backlash, tooth contact, worn/damaged noise will be higher pitched because it rotates at a
gears or the carrier housing not having the proper faster rate. Drive the vehicle and load the differen-
offset and squareness. tial. If bearing noise occurs, the rear pinion bearing
Gear noise usually happens at a specific speed is the source of the noise. If the bearing noise is
range. The noise can also occur during a specific type heard during a coast, the front pinion bearing is the
of driving condition. These conditions are accelera- source.
tion, deceleration, coast, or constant load. Worn or damaged differential bearings usually pro-
When road testing, first warm-up the axle fluid by duce a low pitch noise. Differential bearing noise is
driving the vehicle at least 5 miles and then acceler- similar to pinion bearing noise. The pitch of differen-
ate the vehicle to the speed range where the noise is tial bearing noise is also constant and varies only
the greatest. Shift out-of-gear and coast through the with vehicle speed.
peak-noise range. If the noise stops or changes Axle shaft bearings produce noise and vibration
greatly: when worn or damaged. The noise generally changes
Check for insufficient lubricant. when the bearings are loaded. Road test the vehicle.
Incorrect ring gear backlash. Turn the vehicle sharply to the left and to the right.
Gear damage. This will load the bearings and change the noise
Differential side gears and pinions can be checked level. Where axle bearing damage is slight, the noise
by turning the vehicle. They usually do not cause is usually not noticeable at speeds above 30 mph.
cle turns. A worn pinion mate shaft can also cause a
snapping or a knocking noise.
LOW SPEED KNOCK All driveline components should be examined
Low speed knock is generally caused by a worn before starting any repair.
U-joint or by worn side-gear thrust washers. A worn
pinion shaft bore will also cause low speed knock. DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted
VIBRATION into gear (or the clutch engaged) can be caused by:
Vibration at the rear of the vehicle is usually High engine idle speed.
caused by: Transmission shift operation.
Damaged drive shaft. Loose engine/transmission/transfer case mounts.
Missing drive shaft balance weight(s). Worn U-joints.
Worn or out of balance wheels. Loose spring mounts.
Loose wheel lug nuts. Loose pinion gear nut and yoke.
Worn U-joint(s). Excessive ring gear backlash.
Loose/broken springs. Excessive side gear to case clearance.
Damaged axle shaft bearing(s). The source of a snap or a clunk noise can be deter-
Loose pinion gear nut. mined with the assistance of a helper. Raise the vehi-
Excessive pinion yoke run out. cle on a hoist with the wheels free to rotate. Instruct
Bent axle shaft(s). the helper to shift the transmission into gear. Listen
Check for loose or damaged front end components for the noise, a mechanics stethoscope is helpful in
or engine/transmission mounts. These components isolating the source of a noise.
can contribute to what appears to be a rear end
vibration. Do not overlook engine accessories, brack-
ets and drive belts.
3. End-play in pinion bearings. 3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash 4. Check adjustment of the ring
between the ring gear and pinion. gear and pinion backlash. Correct
as necessary.
5. Improper adjustment of pinion 5. Adjust the pinion bearings
gear bearings. pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact 7. Inspect and replace as
surfaces. necessary.

properly.


and quantity.

and quantity.
level.

cover.


damage.


adjustment. contact pattern.
pinion.
pre-load.
REMOVAL
hoist.
(2) Position a lift under the axle and secure to the
axle.
(4) Remove vent hose from axle shaft tube.
(6) Remove stabilizer bar links at the axle (Fig. 1).
Fig. 2 COIL SPRING AND SHOCK ABSORBER

1 - RETAINER
2 - GROMMET
3 - SHOCK
4 - FRONT AXLE
1 - RETAINER
2 - STABILIZER BAR
3 - LINK
4 - BUSHING
(7) Remove shock absorbers from axle brackets

(Fig. 2).
(9) Remove tie rod and drag link from steering
knuckle.
(10) Remove steering damper from axle bracket.
from axle brackets.
(12) Lower lift enough to remove the axle. The coil
springs will drop with the axle.
(13) Remove coil springs from the axle.
INSTALLATION Fig. 3 TRACK BAR

1 - TRACK BAR
CAUTION: The weight of the vehicle must be sup- 2 - FRAME BRACKET
3 - FRONT AXLE
track bar fasteners can be tightened. Failure to
(2) Position axle under vehicle and align it with
the spring pads.
(1) Install springs and retainers and tighten
retainer bolts to 21 Nm (16 ft. lbs.).
(3) Install upper and lower suspension arms in the
axle brackets and loosely install bolts and nuts (Fig.
4).
Fig. 4 UPPER AND LOWER SUSPENSION ARMS

2 - FRONT AXLE
3 - LOWER SUSPENSION ARM Fig. 6 COIL SPRING AND SHOCK ABSORBER
1 - RETAINER
(4) Connect the vent hose to the axle shaft tube. 2 - GROMMET
(5) Install track bar to the axle bracket and loosely 3 - SHOCK
4 - FRONT AXLE
install bolt (Fig. 5).
Fig. 5 TRACK BAR Fig. 7 STABILIZER BAR

1 - TRACK BAR 1 - RETAINER
2 - FRAME BRACKET 2 - STABILIZER BAR
3 - FRONT AXLE 3 - LINK
4 - BUSHING
(6) Install shock absorbers and tighten the bolts
(Fig. 6) to torque specification. (11) Install propeller shaft.
(7) Install stabilizer bar links to the axle brackets (12) Remove lift from the axle and lower vehicle.
and tighten nuts (Fig. 7) to torque specification. (13) Tighten upper and lower control arm nuts to
(8) Install drag link and tie rod and tighten nut to torque specification.
torque specification (14) Tighten track bar bolt at the axle bracket to
(9) Install steering damper to the axle bracket and torque specification.
tighten nut to torque specification. (15) Check the front wheel alignment.
ADJUSTMENTS
pinion gear are etched into the face of each gear (Fig.
etched into the face of the pinion gear. This number
is the amount (in thousandths of an inch) the depth
etched with a (0). The standard depth provides the
best gear tooth contact pattern. Refer to Backlash
and Contact Pattern in this section for additional
information.
Fig. 9 PINION PRELOAD SHIMS

1 - PRELOAD SHIMS
2 - FRONT BEARING CUP
3 - SLINGER
4 - PINION YOKE
5 - WASHER
6 - PINION NUT
7 - PINION OIL SEAL
8 - FRONT PINION BEARING
thickness of the original depth shim/oil slinger to

compensate for the difference in the depth variances.
Refer to the Depth Variance chart.
Fig. 8 PINION GEAR ID NUMBERS intersect. Intersecting figure represents plus or
1 - PRODUCTION NUMBERS minus the amount needed.
2 - PINION GEAR DEPTH VARIANCE Note the etched number on the face of the pinion
gear head (1, 2, 0, +1, +2, etc.). The numbers rep-
Compensation for pinion depth variance is resent thousands of an inch deviation from the stan-
achieved with a select shim/oil slinger. The shims are dard. If the number is negative, add that value to the
placed between the rear pinion bearing and the pin- required thickness of the depth shims. If the number
ion gear head (Fig. 9). is positive, subtract that value from the thickness of
If a new gear set is being installed, note the depth the depth shim. If the number is 0 no change is nec-
variance etched into both the original and replace- essary.
ment pinion. Add or subtract this number from the

Gear Depth
Variance 24 23 22 21 0 +1 +2 +3 +4
+4 +0.008 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0
+3 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001
+2 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002
+1 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002 20.003
0 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002 20.003 20.004
21 +0.003 +0.002 +0.001 0 20.001 20.002 20.003 20.004 20.005
22 +0.002 +0.001 0 20.001 20.002 20.003 20.004 20.005 20.006
23 +0.001 0 20.001 20.002 20.003 20.004 20.005 20.006 20.007
24 0 20.001 20.002 20.003 20.004 20.005 20.006 20.007 20.008
Measurements are taken with pinion bearing cups Block 6734 and rear pinion bearing onto Screw 6741
and pinion bearings installed in the housing. Take (Fig. 10).
measurements with Pinion Gauge Set and Dial Indi- (2) Insert assembled height gauge components,
cator C-3339 (Fig. 10). rear bearing and screw into the housing through pin-
(3) Install front pinion bearing and Cone-nut 6740
hand tight.

1 - PINION BLOCK
Fig. 10 PINION GEAR DEPTH GAUGE TOOLS
1 - DIAL INDICATOR
2 - ARBOR
4 - CONE
5 - SCREW
6 - PINION BLOCK
7 - SCOOTER BLOCK
8 - ARBOR DISC
tion in the housing side bearing cradles (Fig. 12).
NOTE: Arbor Discs 6732 has different step diame-

ters to fit other axles. Choose proper step for axle
being serviced.
(5) Install differential bearing caps on arbor discs

and install bearing cap bolts. Tighten bearing cap
bolts to 108 Nm (80 ft. lbs.).

1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR
depth is essential to establishing gear backlash and

tooth contact patterns. After the overall shim thickness
to take up differential side play is measured, the pinion
is installed, and the gear backlash shim thickness is
measured. The overall shim thickness is the total of the
Fig. 12 GAUGE TOOLS IN HOUSING dial indicator reading and the preload specification
1 - ARBOR DISC
added together. The gear backlash measurement deter-
2 - PINION BLOCK mines the thickness of the shim used on the ring gear
3 - ARBOR side of the differential case. Subtract the gear backlash
shim thickness from the total overall shim thickness
and select that amount for the pinion gear side of the
(6) Assemble Dial Indicator C-3339 into Scooter
differential (Fig. 14). Differential shim measurements
Block D-115-2 and secure set screw.
are performed with spreader W-129-B removed.
(7) Position Scooter Block/Dial Indicator flush on
the dial indicator.
scooter block till dial indicator crests the arbor, then
record the highest reading.
(9) Select a shim/oil slinger equal to the dial indi-
cator reading plus the pinion depth variance number
etched in the face of the pinion (Fig. 8). For example,
if the depth variance is 2, add +0.002 in. to the dial
indicator reading.

Differential side bearing preload and gear backlash is
achieved by selective shims positioned between the dif-
ferential side bearing cups and the housing. The proper
shim thickness is determined using slip-fit Dummy Fig. 14 SHIM LOCATION
Bearings D-345 in place of the differential side bearings 1. PINION DEPTH SHIM
and a Dial Indicator C-3339. Before proceeding with the 2. DIFFERENTIAL SHIM PINION GEAR SIDE
3. RING GEAR
differential bearing preload and gear backlash measure- 4. DIFFERENTIAL SHIM RING GEAR SIDE
ments, measure the pinion gear depth and prepare the
pinion for installation. Establishing proper pinion gear
NOTE: It is difficult to salvage the differential side
bearings during the removal procedure. Install
replacement bearings if necessary.

ential case.
tial case.
tial case.
(6) Install the marked bearing caps in their correct
positions and snug the bolts (Fig. 15).
Fig. 16 SEAT DUMMY BEARING PINION SIDE


1 - BEARING CAP
(7) With a dead-blow hammer, seat the differential

dummy bearings to each side of the housing (Fig. 16) Fig. 17 SEAT DUMMY BEARING RING GEAR SIDE
and (Fig. 17). 1 - DIFFERENTIAL HOUSING
(8) Thread Pilot Stud C-3288-B into rear cover bolt 2 - DEAD-BLOW HAMMER
hole below ring gear (Fig. 18). 3 - DIFFERENTIAL CASE
(9) Attach the Dial Indicator C-3339 to pilot stud. (11) Push and hold differential case to ring gear
Position the dial indicator plunger on a flat surface side of the housing and record dial indicator reading
between the ring gear bolt heads (Fig. 18). (Fig. 20).
Fig. 20 RECORD DIAL INDICATOR READING

1 - DIAL INDICATOR
(12) Add 0.25 mm (0.010 in.) to the zero end play

total. This total represents the thickness of shims
Fig. 18 DIFFERENTIAL SIDE PLAY MEASUREMENT needed to preload the new bearings when the differ-
1 - DIFFERENTIAL CASE ential is installed.
3 - PILOT STUD (13) Rotate dial indicator out of the way on the
4 - DIAL INDICATOR pilot stud.
(10) Push and hold differential case to pinion gear from the housing.
side of the housing and zero dial indicator (Fig. 19). (15) Install the pinion gear in the housing. Install
the pinion yoke and establish the correct pinion
rotating torque.
(16) Install differential case and dummy bearings
D-345 in the housing (without shims), install bearing
caps and tighten bolts snug.
(17) Seat ring gear side dummy bearing (Fig. 17).
Fig. 19 DIAL INDICATOR LOCATION

1 - DIFFERENTIAL CASE TO PINION GEAR SIDE
2 - PILOT STUD
3 - DIAL INDICATOR ARM
4 - DIAL INDICATOR FACE
(19) Push and hold differential case toward pinion (21) Subtract the backlash shim thickness from
gear and zero dial indicator (Fig. 21). the total preload shim thickness. The remainder is
the shim thickness required on the pinion side of the
housing.
stud.
from the housing.
(24) Install the selected shims onto the differential
case hubs.
(25) Install side bearings on differential case hubs
with Install C-3716-A and Handle C-4171.
(26) Install bearing cups on differential.
(27) Install Spreader W-129-B and some items
from Adapter Set 6987 on the housing and spread
open enough to receive differential case.
CAUTION: Do not spread housing over 0.38 mm

Fig. 21 ZERO DIAL INDICATOR (0.015 in.). Failure to heed caution may result in
damage.
1 - DIAL INDICATOR FACE
2 - DIFFERENTIAL CASE TO PINION GEAR SIDE
3 - PINION GEAR (28) Install differential case into the housing.
4 - DIFFERENTIAL HOUSING (29) Remove spreader from the housing.
5 - DIFFERENTIAL CASE (30) Rotate the differential case several times to
(20) Push and hold differential case to ring gear
side of the housing and record dial indicator reading
(Fig. 22). Subtract 0.05 mm (0.002 in.) from this
reading. This is the shim thickness for the ring gear
side.
NOTE: This is the shim needed on the ring gear

side for proper backlash.
Fig. 23 RING GEAR BACKLASH MEASUREMENT

1 - DIAL INDICATOR

allowing the pinion gear to rotate.
Fig. 22 RECORD DIAL INDICATOR READING (33) Zero dial indicator face to pointer.
(34) Push and hold ring gear downward while not
1 - DIAL INDICATOR
2 - DIFFERENTIAL CASE TO RING GEAR SIDE allowing the pinion gear to rotate. Dial indicator
3 - PINION GEAR reading should be between 0.12 mm - 0.20 mm (0.005
4 - DIFFERENTIAL HOUSING in. - 0.008 in.). If backlash is not within specifications
from one side of the housing to the other (Fig. 24).
case is defective.
Gear Contact Pattern Analysis procedure.
Fig. 25 GEAR DESCRIPTION

1 - TOP LAND
2 - PROFILE
3 - TOE
4 - HEEL
5 - ROOT
(1) Apply a thin coat of hydrated ferric oxide or

equivalent to the drive and coast side of the ring gear
teeth.
(2) Wrap, twist and hold a shop towel around the
pinion yoke to increase the turning resistance of the
pinion. This will provide a more distinct contact pat-
tern.
(3) With a boxed end wrench on the ring gear bolt,
Fig. 24 BACKLASH SHIM rotate the differential case one complete revolution in
both directions while a load is being applied from
GEAR CONTACT PATTERN shop towel.
The ring gear and pinion teeth contact patterns The areas on the ring gear teeth with the greatest
will show if the pinion depth is correct in the hous- degree of contact against the pinion teeth will squee-
ing. It will also show if the ring gear backlash has gee the compound to the areas with the least amount
been adjusted correctly. The backlash can be adjusted of contact. Note and compare patterns on the ring
within specifications to achieve desired tooth contact gear teeth to Gear Tooth Contact Patterns chart (Fig.
patterns. 26) and (Fig. 27) and adjust pinion depth and gear
The TOP LAND of the gear tooth is the top surface backlash as necessary.
depth of the tooth. The TOE of the gear is the por- DIFFERENTIAL BEARING PRELOAD CHECK
tion of the tooth surface at the end towards the cen- The final check on the differential assembly before
ter. The HEEL of the gear is the portion of the tooth installing the axles is torque to rotate pinion and dif-
at the outer-end. The ROOT of the gear tooth is the ferential combined. This will verify the correct differ-
lowest portion of the tooth (Fig. 25). ential bearing preload.
Torque to rotate the differential and pinion should
NOTE: If the PROFILE across the tooth is the same
it is a 3 Axis cut gear. If the PROFILE across the
(7-11 in. lbs.).
tooth is tapered it is a 2 Axis cut gear.

SPECI FI CAT I ON S
FRONT AXLE
Axle Ratio 4.10
Pinion Bearing Preload - Original Bearing 1-2 Nm (10-20 in. lbs.)
Pinion Bearing Preload - New Bearing 2.3-4.5 Nm (20-40 in. lbs.)

Fill Plug 34 25 -
Drain Plug 34 25 -
Pinion Nut 217-271 160-200 -
Axle Nut 237 175 -
SPECIAL TOOLS
PULLER- C-293-PA
ADAPTERS C-293-39
PLUG C-293-3
FLANGE WRENCH C-3281 INSTALLER D-144
PILOT STUDS C-3288-B
INSTALLER D-146
DIAL INDICATOR C-3339
REMOVER D-147
HANDLE C-4171 REMOVER D-148
REMOVER C-452
INSTALLER D-156

JAWS 6447
HOLDER YOKE 6719A

SPREADER W-129-B
INSTALLER W-162-D
INSTALLER W-262 TURNBUCKLE 6797
INSTALLER DISCS 8110

PULLER 6444
AX LE SH AFT S (6) Remove axle shaft assembly (Fig. 29) from axle
REMOVAL
(1) With vehicle in neutral, position vehicle on hoist.
(3) Remove cotter pin, nut retainer and axle hub nut.
(4) Remove hub bearing bolts (Fig. 28).
Fig. 29 HUB BEARING AND AXLE

1 - AXLE
2 - KNUCKLE
3 - HUB BEARING
4 - AXLE SHAFT
(7) Remove brake rotor shield from the hub bear-

Fig. 28 HUB BEARING BOLTS ing or knuckle.
1 - AXLE SHAFT
2 - AXLE
3 - KNUCKLE
4 - HUB BEARING
(5) Remove hub bearing from steering knuckle.
Fig. 30 HUB BEARING AND KNUCKLE

5 - NUT
AX LE SH AFT S (Cont inue d)
INSTALLATION
(1) Clean axle shaft and apply a thin film of
Mopar Wheel Bearing Grease or equivalent to the
shaft splines, seal contact surface and hub bore.
(2) Install brake rotor shield on knuckle.
(3) Install axle shaft into differential side gears.
(4) Install hub bearing and tighten bolts to 102
Nm (75 ft. lbs.).
(5) Install axle washer and nut. Tighten nut to 237
Nm (175 ft. lbs.) and install nut retainer and cotter
pin (Fig. 30).
AX LE SH AFT SEALS
REMOVAL Fig. 32 DIFFERENTIAL CASE
1 - AXLE HOUSING
hoist. 2 - DIFFERENTIAL CASE
(2) Remove axle shafts (Fig. 31). 3 - BEARING CUPS
INSTALLATION
(1) Remove any sealer remaining from original
seals.
(2) Install oil seals with Discs 8110 and Turn-
buckle 6797 (Fig. 33). Tighten tool until disc bottoms
in housing.

1 - AXLE
2 - KNUCKLE
3 - HUB BEARING
4 - AXLE SHAFT
(3) Remove differential assembly (Fig. 32).

(4) Remove inner axle shaft seals with a pry bar.
Fig. 33 AXLE SEAL INSTALLER

1 - TURNBUCKLE
2 - DISCS
(3) Install differential and axle shafts.

SI N GLE CARDAN U N I V ERSAL (5) Position yoke with the sockets in a vise (Fig.
35).
J OI N T
REMOVAL
CAUTION: Clamp only the narrow forged portion of
the yoke in the vise. Failure to heed caution may
result in damage.

(2) Remove bearing cap retaining snap rings (Fig.
34).
Fig. 35 YOKE BEARING CAP

1 - LARGE-DIAMETER SOCKET
2 - VISE
3 - SMALL-DIAMETER SOCKET
(6) Tighten vise jaws, to force bearing cap into the

socket (receiver).
(7) Release vise jaws. Remove sockets and bearing
cap forced out of the yoke.
(8) Repeat above procedure for the remaining bear-
ing cap and remove cross from propeller shaft yoke.
Fig. 34 AXLE SHAFT OUTER U-JOINT INSTALLATION

1 - SHAFT YOKE
2 - BEARING CAP CAUTION: Keep cross and bearing cap straight dur-
3 - SNAP RINGS
4 - BEARING CAP ing installation. Failure to heed caution may result
5 - SPINDLE YOKE in damage.
6 - BEARING
7 - BEARING CAP
8 - SNAP RINGS
(1) Pack bearing caps 1/3 full of wheel bearing
9 - BEARING CAP lubricant (Fig. 36). Apply extreme pressure (EP), lith-
ium-base lubricant to aid in installation.
NOTE: Saturate the bearing caps with penetrating (2) Position cross in the yoke. Insert seals and
oil prior to removal. bearings, then tap bearing caps into the yoke bores
far enough to hold spider in position.
(3) Place a socket (receiver) with an inside diame- (3) Place socket (driver) against one bearing cap.
ter larger than the bearing cap against the yoke and Position yoke with the socket in a vise.
the perimeter of the bearing cap to be removed. (4) Tighten vise to force bearing caps into the
(4) Place a socket (driver) with an outside diame- yoke. Force the caps enough to install retaining clips.
ter smaller than the bearing cap against the opposite (5) Install bearing cap retaining clips.
bearing cap. (6) Install axle shaft.
SI N GLE CARDAN U N I V ERSAL J OI N T (Cont inue d)

1 - WRENCH
2 - YOKE
3 - PULLER
Fig. 36 AXLE SHAFT OUTER U-JOINT
1 - SHAFT YOKE
2 - BEARING CAP
3 - SNAP RINGS
4 - BEARING CAP
5 - SPINDLE YOKE
6 - BEARING
7 - BEARING CAP
8 - SNAP RINGS
9 - BEARING CAP
PI N I ON SEAL
REMOVAL
(1) Mark the propeller shaft and pinion yoke for
installation reference. Fig. 38 PINION SEAL INSTALLER
(2) Remove propeller shaft from the yoke. 1 - HANDLE
(3) Rotate pinion gear three or four times and ver- 2 - INSTALLER
ify it rotates smoothly.
(4) Remove pinion yoke nut and washer with (2) Install yoke on the pinion gear with Installer
Remover C-452 and Flange Wrench C-3281 (Fig. 37). W-162-D and Spanner Wrench 6958 (Fig. 39).
(5) Remove pinion shaft seal with a pry tool or (3) Install a new nut on the pinion gear and
slide hammer mounted screw. tighten the nut to 217-271 Nm (160-200 in. lbs.)
(Fig. 40).
INSTALLATION (4) Installation propeller shaft with reference
(1) Apply a light coating of gear lubricant on the marks aligned.
lip of pinion seal. Install seal with an appropriate (5) Check and add gear lubricant to axle if neces-
installer (Fig. 38). sary.
REMOVAL
hoist.
(3) Disconnect indicator switch harness and
remove connector from differential cover (Fig. 41).

1 - INSTALLER
2 - PINION YOKE
3 - SPANNER WRENCH Fig. 41 INDICATOR SWITCH CONNECTOR
1 - CONNECTOR
2 - DIFFERENTIAL COVER

INSTALLATION
cover (Fig. 42).

damage.
(2) Install cover, identification tag and indicator

Fig. 40 PINION SHAFT NUT switch connector (Fig. 43). Tighten cover bolts in a
1 - PINION FLANGE criss-cross pattern to 41 Nm (30 ft. lbs.).
2 - HOLDING TOOL (3) Connect indicator switch harness.
lbs.).
DI FFEREN T I AL COV ER (Cont inue d)
DI FFEREN T I AL - T RU -LOK
DESCRIPTION
The differential is a locking differential, that pro-
vides a positive mechanical connection between the
right and left axle when engauged. The differential
uses a dog clutch to connection the right and left
axle.
OPERATION
The Tru-lok differential is activated by the axle
lock switch located on the dash panel. When the
switch is activated, an air pump with a built-in pres-
sure regulator sends 5 PSI of air pressure to a accua-
tor diaphragm in the differential housing. The
diaphragm then engages a dog clutch and a position
switch. The dog clutch has one gear attached to the
differential case and another gear attached to a dif-
ferential side gear. When the dog clutch is engaged
the right and left wheels turn at the same speed. The
position switch lights a lamp on the dash to indicate
Fig. 42 HOUSING COVER - TYPICAL the system has been engaged. The differential works
as standard differential when not engaged.
1 - SEALANT SURFACE
2 - SEALANT
3 - SEALANT THICKESS NOTE: The differential is serviced as an assembly,
the diaphragm and indicator switch are serviced
separately. The differential case must be removed
to service the diaphragm actuator and indicator
switch.

UNLOCKED
(1) Block tires opposite the axle to be tested to pre-
vent the vehicle from rolling.
(2) Place transfer case in 4WD Low and automan-
tic transmission in Park (1st gear if manual trans-
mission).
(3) Raise both wheels of the axle to be tested off
the ground.
(4) Turn ignition to the ON position and dash
Fig. 43 INDICATOR SWITCH CONNECTOR switch to the OFF position.
1 - CONNECTOR
(5) Rotate one tire by hand. The other tire should
2 - DIFFERENTIAL COVER spin in the opposite direction.
NOTE: If wheel cannot be rotated the differential

must be repaired/replaced.
DI FFEREN T I AL - T RU -LOK (Cont inue d)
LOCKED NOTE: If pump is not running, verify pump has (Fig.
(1) Block tires opposite the axle to be tested to pre- 45) 12 volts and a ground.
mission).
(3) Raise both wheels of the axle to be tested off
the ground.
switch to the ON position.
(5) Try to rotate one tire by hand. You should not
be able to rotate the tire.
NOTE: If wheel does rotate verify locker pump oper-

ation. If the pump is operating properly the differen-
tial must be repaired/replaced.
TRU-LOK INDICATOR SWITCH

(1) Turn ignition switch off. Fig. 45 PUMP CONNECTORS
(2) Disconnect indicator switch harness (Fig. 44) 1 - REAR PUMP CONNECTOR
2 - FRONT PUMP CONNECTOR
from the differential housing. 3 - AXLE HARNESS
(4) With the pump running the pressure gauge

should show 5 psi..
NOTE: If pump does not produce 5 psi. replace the

pump.
REMOVAL
(1) Remove drain plug from the differential hous-
ing.
Fig. 44 INDICATOR SWITCH CONNECTOR

1 - CONNECTOR
(3) Measure electrical continuity across the switch

terminals. Circuit should be closed (zero resistance).
NOTE: If circuit is not closed remove differential

and replace locker indicator switch.
TRU-LOK PUMPS
(1) Connect a pressure gauge to the front pump.
(2) Place transfer case in 4WD Low and automatic
transmission in Park (1st gear if manual transmis-
sion). 1 - CONNECTOR
(3) Turn ignition to the ON position and push the
dash switch twice to activate the front pump. (3) Remove differential housing cover.
(4) Remove axle shafts.
(5) Remove pressure hose from actuator assembly
(Fig. 47).
Fig. 47 PRESSURE HOSE

1 - PRESSURE HOSE
2 - BEARING CAP
3 - PRESSURE HOSE CLAMP
(6) Note the reference letters stamped on the bear-

ing caps and housing machined sealing surface (Fig.
48). Fig. 49 SPREADER LOCATION
2 - ADAPTER
3 - HOLD DOWN
4 - SPREADER
5 - TURNBUCKLE
Fig. 48 BEARING CAP REFERENCE MARKS

1 - REFERENCE MARKS
2 - REFERENCE MARKS
(7) Loosen differential bearing cap bolts.

(8) Position Spreader W-129-B with Adapter Kit
6987B on differential locating holes (Fig. 49). Install Fig. 50 DIAL INDICATOR LOCATION
hold-down clamps and tighten the turnbuckle finger- 1 - DIAL INDICATOR
2 - PILOT STUD
tight.
CAUTION: Never spread the housing over 0.38 mm
(0.015 in). Failure to heed caution may result in
to pilot stud (Fig. 50). Load indicator plunger against
damage.
the opposite side of the housing and zero the indica-
tor.
Fig. 52 DIFFERENTIAL
1 - DIFFERENTIAL
2 - BEARING CAP
Fig. 51 SPREAD DIFFERENTIAL CASE

1 - DIAL INDICATOR
2 - SPREADER

(12) Remove differential bearing cap bolts and ring
gear side bearing cap.
(13) Remove differential from housing with pinion
gear side bearing cap (Fig. 52) and tag differential
bearing cups and preload shims to indicate location. Fig. 53 LOCKER INDICATOR SWITCH
CAUTION: Do not bend actuator mounting tabs, 2 - SWITCH
during differential removal. Failure to heed caution
(16) Clean the housing cavity with flushing oil,
light engine oil or lint free cloth.
(15) Remove indicator switch (Fig. 53) from differ-
line for cleaning.
ential housing.
DISASSEMBLY
(1) Install Plug C-293-3 into the differential axle
shaft hole.
(2) Remove differential case bearings with Puller
6444, Puller Rods 6444-3 and Puller Flange 6444-1.
Position puller (Fig. 54) on the differential.
Fig. 55 PULLER AND JAWS

1 - PULLER
2 - ROD
3 - PLUG
4 - JAW
Fig. 54 PULLER AND FLANGE

1 - PULLER
2 - ROD
3 - PLUG
4 - FLANGE
(3) Position Puller Jaws 6444-7 (Fig. 55) around

the case bearing and puller flange.
(4) Position Puller Collar 6444-8 (Fig. 56) around
the puller jaws.
Fig. 56 PULLER AND COLLAR

1 - PULLER
2 - ROD
3 - PLUG
4 - COLLAR
(5) Tighten the puller nut and remove differential (2) Place actuator on the pressure plate and case
case bearing. bearing on the case (Fig. 59).
(6) Remove actuator (Fig. 57).
Fig. 57 LOCKING ACTUATOR Fig. 59 ACTUATOR AND CASE BEARING

1 - ACTUATOR 1 - CASE BEARING
2 - PRESSURE PLATE 2 - ACTUATOR
ASSEMBLY (3) Install differential case bearings with Installer

(1) Verify pressure plate tabs (Fig. 58) are seated D-156 and Handle C-4171.
on the dog clutch slots.
INSTALLATION
bearing shim requirements may change. Refer
(1) Install indicator switch into the housing.

(2) Position Spreader W-129-B and adapters from
Adapter set 6987, with the tool dowel pins seated in
the locating holes (Fig. 60). Install hold-down clamps
and tighten the tool turnbuckle finger-tight.
(3) Install Pilot Stud C-3288-B at the left side of
to pilot stud. Load indicator plunger against the
opposite side of the housing and zero indicator.
with the dial indicator.
CAUTION: Never spread over 0.38 mm (0.015 in).

Fig. 58 PRESSURE PLATE
1 - PLATE
2 - PLATE TABS (6) Install differential case with pinion gear side
bearing cap and differential preload shims in the

1 - REFERENCE MARKS
2 - REFERENCE MARKS
(14) Install differential cover, identification tag

and indicator switch connector (Fig. 62).

2 - ADAPTER
3 - HOLD DOWN
4 - SPREADER
5 - TURNBUCKLE
housing. Tap differential case to seat bearings cups

in the housing.
CAUTION: Ensure indicator switch plunger head is

positioned under the actuator. Failure to heed cau-
tion may result in damage.
(7) Install ring gear side bearing cap with refer-

ence marks aligned (Fig. 61).
1 - CONNECTOR
(8) Loosely install differential bearing cap bolts. 2 - DIFFERENTIAL COVER
lbs.).
(11) With a 1/4 inch drill bit check the clearance PU M P
between the actuator and actuator pressure plate at
the top and the bottom. REMOVAL
(1) Disconnect pumps and axle harness connectors
CAUTION: If clearance is not correct, indicator (Fig. 63).
switch plunger may be on top of the actuator or (2) Remove pressure hoses from the front and rear
actuator mounting tabs may be bent. Failure to pumps.
heed caution may result in damage. (3) Remove pump mounting bracket bolts (Fig. 64).
(4) Remove pumps and bracket assembly from the
(12) Install pressure hose on the actuator assem-
vehicle.
bly.
(5) Remove pump connectors from the mounting
(13) Install axle shafts.
bracket.
DI FFEREN T I AL - T RU -LOK PU M P (Cont inue d)
Fig. 65 PUMP SCREWS

1 - REAR PUMP SCREWS
Fig. 63 PUMP CONNECTORS 2 - FRONT PUMP SCREWS
1 - REAR PUMP CONNECTOR
3 - AXLE HARNESS
Fig. 66 PUMP SCREWS

2 - FRONT PUMP SCREWS
Fig. 64 PUMP BRACKET

1 - PUMP BRACKET
2 - CROSSMEMBER/SKID PLATE
(6) Remove pump mounting screws (Fig. 65) from

the bracket and remove pump/pumps.
INSTALLATION
(1) Align pump with screw holes in pump bracket.
(2) Install and tighten pump mounting screws
(Fig. 66).
(3) Install pump bracket assembly on the cross-
member/skid plate and install pump bracket mount-
ing bolts (Fig. 67).
(4) Tighten pump bracket bolts to 14 Nm (125 in.
lbs.). Fig. 67 PUMP BRACKET
1 - PUMP BRACKET
(5) Connector pump and axle harness connectors
(Fig. 68).
Fig. 69 RING GEAR REMOVAL

1 - CASE
Fig. 68 PUMP CONNECTORS 2 - RING GEAR
3- HAMMER
3 - AXLE HARNESS
(6) Install pressure hoses on the pumps.

(7) Verify pump operation.
REMOVAL
NOTE: The ring and pinion gears are serviced as a
ing the other gear.
(1) Remove differential from housing.

(2) Secure differential case in a vise with soft
metal jaw. Fig. 70 PINION YOKE REMOVAL
1 - FLANGER WRENCH
case. 2 - YOKE
(4) Drive ring gear off the differential case with a 3 - PULLER
(5) Hold yoke with Holder 6719A and remove pin-
ion nut and washer.
(6) Remove pinion yoke from the pinion shaft with
Puller C-452 and Flange Wrench C-3281 (Fig. 70).
(7) Remove pinion gear and preload shims from (10) Remove rear bearing cup (Fig. 73) with
housing (Fig. 71). Remover D-148 and Handle C-4171.
Fig. 73 REAR BEARING CUP REMOVAL

Fig. 71 REMOVE PINION GEAR 1 - DRIVER
2 - HANDLE
(11) Remove rear pinion bearing with Puller
(8) Remove pinion seal with a pry bar or slide C-293-PA and Adapters C-293-39 (Fig. 74).
hammer mounted screw.
(9) Remove front pinion bearing cup with Remover
D-147 and Handle C-4171 (Fig. 72).
Fig. 74 REAR BEARING REMOVAL

1 - PULLER
2 - VISE
3 - ADAPTERS
Fig. 72 FRONT BEARING CUP REMOVAL 4 - PINION SHAFT
1 - REMOVER
2 - HANDLE
(12) Remove pinion depth shim/oil slinger from (3) Install front pinion bearing cup with Installer
pinion shaft and record thickness. D-144 and Handle C-4171 (Fig. 76).
INSTALLATION
NOTE: Pinion depth shims are placed between the
rear pinion bearing cone and pinion gear to achieve
proper ring and pinion gear mesh. If ring and pinion
gears are reused, the original pinion depth shim
can be used. Refer to Adjustments (Pinion Gear
Depth) to select the proper shim thickness if ring
(1) Apply Mopar Door Ease stick or equivalent

lubricant to outside surface of bearing cups.
(2) Install rear pinion bearing cup with Installer
Fig. 76 FRONT PINION BEARING CUP INSTALLER

1 - INSTALLER
2 - HANDLE
(4) Install pinion front bearing, oil slinger. Apply a

light coating of gear lubricant on the lip of pinion
seal.
(5) Install pinion seal with an appropriate installer
(Fig. 77).

1 - INSTALLER Fig. 77 PINION SEAL INSTALLER
2 - HANDLE
1 - HANDLE
2 - INSTALLER
(6) Install proper thickness depth shim on the pin-

ion gear.
(7) Install rear bearing and oil slinger, if equipped (10) Install yoke with Installer W-162-D and Yoke
on pinion gear with Installer W-262 (Fig. 78). Holder 6719A (Fig. 80).
Fig. 78 REAR PINION BEARING Fig. 80 PINION YOKE INSTALLER

1 - INSTALLER
1 - PRESS
2 - YOKE HOLDER
2 - INSTALLER
3 - PINION GEAR
4 - PINION BEARING (11) Install yoke washer and a new nut on the
pinion gear. Tighten the nut to specification (Fig. 81).
(8) Install pinion gear in housing.
(9) Install pinion preload shims (Fig. 79)
Fig. 81 TIGHTENING PINION NUT

1 - PINION YOKE
Fig. 79 PINION PRELOAD SHIMS 2 - YOKE HOLDING
1 - PRELOAD SHIMS
2 - FRONT BEARING CUP
3 - SLINGER
4 - PINION YOKE
5 - WASHER
6 - PINION NUT
7 - PINION OIL SEAL
8 - FRONT PINION BEARING
(12) Check bearing preload torque with an inch CAUTION: Never reuse the ring gear bolts. Failure
pound torque wrench (Fig. 82). The torque to rotate to heed caution may result in damage.
the pinion gear should be:
Original Bearings: 1 to 2 Nm (10 to 20 in. lbs.).
New Bearings: 2.3 to 4.5 Nm (20 to 40 in. lbs.).
Fig. 83 RING GEAR INSTALLATION

1 - TORQUE WRENCH
2 - RING GEAR BOLT
3 - RING GEAR
Fig. 82 PINION ROTATION TORQUE 4 - CASE
1 - PINION YOKE
2 - INCH POUND TORQUE WRENCH (15) Install differential in axle housing and verify
gear mesh and contact pattern. Refer to Adjustments
(13) Invert differential case in a vise and start two
(Gear Contact Pattern).
ring gear bolts. This will provide case-to-ring gear
bolt hole alignment.
(14) Install new ring gear bolts and alternately
tighten to 136 Nm (100 ft. lbs.). (Fig. 83).
3 - 84 REAR AXLE - 194RBI TJ
REAR AX LE - 1 9 4 RBI
TABLE OF CONTENTS
page page
REAR AXLE - 194RBI INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 103

DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 84 DIFFERENTIAL COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 88 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 105
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 89 DIFFERENTIAL
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
REAR AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . 96 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 106
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . 97 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
AXLE SHAFTS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 107
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 DIFFERENTIAL - TRAC-LOK
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 100 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 108
AXLE SHAFT SEALS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 108
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . 108
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 100 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 109
AXLE BEARINGS ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 DIFFERENTIAL CASE BEARINGS
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 101 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
PINION SEAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 113
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 PINION GEAR/RING GEAR
COLLAPSIBLE SPACER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 115
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
REAR AX LE - 1 9 4 RBI are unloaded. The side gears are loaded during vehi-
cle turns. A worn pinion shaft can also cause a snap-
ping or a knocking noise.
BEARING NOISE
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
all produce noise when worn or damaged. Bearing
cant, incorrect backlash, incorrect pinion depth, tooth
contact, worn/damaged gears, or the carrier housing
Pinion bearings have a constant-pitch noise. This
not having the proper offset and squareness.
noise changes only with vehicle speed. Pinion bearing
Gear noise usually happens at a specific speed
noise will be higher pitched because it rotates at a
range. The noise can also occur during a specific type
faster rate. Drive the vehicle and load the differen-
of driving condition. These conditions are accelera-
tial. If bearing noise occurs, the rear pinion bearing
tion, deceleration, coast, or constant load.
is the source of the noise. If the bearing noise is
When road testing, first warm-up the axle fluid by
heard during a coast, the front pinion bearing is the
driving the vehicle at least 5 miles and then acceler-
source.
ate the vehicle to the speed range where the noise is
Worn or damaged differential bearings usually pro-
the greatest. Shift out-of-gear and coast through the
duce a low pitch noise. Differential bearing noise is
peak-noise range. If the noise stops or changes
similar to pinion bearing noise. The pitch of differen-
greatly:
tial bearing noise is also constant and varies only
Check for insufficient lubricant.
with vehicle speed.
Incorrect ring gear backlash.
Axle shaft bearings produce noise and vibration
Gear damage.
when worn or damaged. The noise generally changes
Differential side gears and pinions can be checked
when the bearings are loaded. Road test the vehicle.
by turning the vehicle. They usually do not cause
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise
TJ REAR AXLE - 194RBI 3 - 85
REAR AX LE - 1 9 4 RBI (Cont inue d)
level. Where axle bearing damage is slight, the noise tion. Do not overlook engine accessories, brackets
is usually not noticeable at speeds above 30 mph. and drive belts.
LOW SPEED KNOCK NOTE: All driveline components should be exam-

Low speed knock is generally caused by a worn ined before starting any repair.
U-joint or by worn sidegear thrust washers. A worn
pinion shaft bore will also cause low speed knock.
DRIVELINE SNAP
VIBRATION A snap or clunk noise when the vehicle is shifted
Vibration at the rear of the vehicle is usually into gear (or the clutch engaged), can be caused by:
caused by a: High engine idle speed.
Damaged drive shaft. Transmission shift operation.
Missing drive shaft balance weight(s). Loose engine/transmission/transfer case mounts.
Worn or out-of-balance wheels. Worn U-joints.
Loose wheel lug nuts. Loose spring mounts.
Worn U-joint(s). Loose pinion gear nut and yoke.
Loose/broken springs. Excessive ring gear backlash.
Damaged axle shaft bearing(s). Excessive side gear to case clearance.
Loose pinion gear nut. The source of a snap or a clunk noise can be deter-
Excessive pinion yoke run out. mined with the assistance of a helper. Raise the vehi-
Bent axle shaft(s). cle on a hoist with the wheels free to rotate. Instruct
Check for loose or damaged front-end components the helper to shift the transmission into gear. Listen
or engine/transmission mounts. These components for the noise, a mechanics stethoscope is helpful in
can contribute to what appears to be a rearend vibra- isolating the source of a noise.

properly.


and quantity.

and quantity.
level.

cover.


damage.


adjustment. contact pattern. Adjust backlash or
pinion depth.
pinion.
pre-load.
REMOVAL
hoist.
(2) Position a lift device under the axle and secure
axle to device.
(4) Disconnect the vent hose from the axle shaft
tube.
(6) Disconnect stabilizer bar links (Fig. 1).
Fig. 3 REAR TRACK BAR

1 - TRACK BAR
2 - FRAME BRACKET
3 - REAR AXLE
(9) Remove upper and lower control arms from

axle brackets.
(10) Lower axle and remove springs.
INSTALLATION
CAUTION: The weight of the vehicle must be sup-
Fig. 1 STABILIZER BAR ported by the springs before suspension arms and
1 - LINK track bar fasteners can be tightened. Failure to
2 - RETAINER heed caution may result in damage.
3 - STABILIZER BAR
4 - AXLE MOUNT
(1) Raise axle and align the spring centering bolts
(7) Remove shock absorbers from axle bracket (Fig. with mating holes in the axle spring perch.
2). (2) Install upper and lower control arms in the
axle brackets (Fig. 4) and loosely install the mount-
ing bolts.
Fig. 2 SHOCK ABSORBER

Fig. 4 UPPER AND LOWER SUSPENSION ARMS
1 - AXLE BRACKET
2 - SHOCK 1 - UPPER SUSPENSION ARM
2 - REAR AXLE
(3) Install shock absorbers and tighten nuts to
(4) Install stabilizer bar links and tighten nuts to
(6) Install axle vent hose.
(7) Install propeller shaft (Fig. 5).
Fig. 6 PINION GEAR ID NUMBERS

1 - PRODUCTION NUMBERS
2 - DRIVE PINION GEAR DEPTH VARIANCE
Fig. 5 REAR PROPELLER SHAFT

1 - CLAMP
2 - YOKE
3 - PROPELLER SHAFT
4 - AXLE YOKE
5 - CLAMP
6 - OUTPUT SHAFT
7 - BOOT
(8) Tighten upper and lower control arms nuts to

ADJUSTMENTS
Fig. 7 ADJUSTMENT SHIM LOCATIONS
RING AND PINION GEAR 1 - PINION GEAR DEPTH SHIM
Ring and pinion gears are supplied as matched 2 - DIFFERENTIAL SHIM-PINION GEAR SIDE
sets only. The identifying numbers for the ring and 3 - RING GEAR
4 - DIFFERENTIAL SHIM-RING GEAR SIDE
pinion gear are etched into the face of each gear (Fig. 5 - COLLAPSIBLE SPACER
etched into the face of the pinion gear. This number ence in the depth variances. Refer to the Depth Vari-
is the amount (in thousandths of an inch) the depth ance charts.
varies from the standard depth setting of a pinion Note where Old and New Pinion Marking columns
etched with a (0). The standard depth provides the intersect. Intersecting figure represents plus or
best teeth contact pattern. Refer to Backlash and minus amount needed.
Contact Pattern Analysis Paragraph in this section Note the etched number on the face of the drive
for additional information. pinion gear (1, 2, 0, +1, +2, etc.). The numbers rep-
Compensation for pinion depth variance is resent thousands of an inch deviation from the stan-
achieved with select shims. The shims are placed dard. If the number is negative, add that value to the
under the inner pinion bearing cone (Fig. 7). required thickness of the depth shim(s). If the num-
If a new gear set is being installed, note the depth ber is positive, subtract that value from the thickness
variance etched into both the original and replace- of the depth shim(s). If the number is 0 no change is
ment pinion gear. Add or subtract the thickness of necessary. Refer to the Pinion Gear Depth Variance
the original depth shims to compensate for the differ- Chart.

Gear Depth
Variance 24 23 22 21 0 +1 +2 +3 +4
+4 +0.008 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0
+3 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001
+2 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002
+1 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002 20.003
0 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002 20.003 20.004
21 +0.003 +0.002 +0.001 0 20.001 20.002 20.003 20.004 20.005
22 +0.002 +0.001 0 20.001 20.002 20.003 20.004 20.005 20.006
23 +0.001 0 20.001 20.002 20.003 20.004 20.005 20.006 20.007
24 0 20.001 20.002 20.003 20.004 20.005 20.006 20.007 20.008
PINION DEPTH MEASUREMENT (1) Assemble Pinion Height Block 6739, Pinion
Measurements are taken with pinion cups and pin- Block 6735 and rear pinion bearing onto Screw 6741
ion bearings installed in the housing. Take measure- (Fig. 8).
ments with a Pinion Gauge Set, Pinion Block 6735, (2) Insert assembled height gauge components,
Arbor Discs 6732 and Dial Indicator C-3339 (Fig. 8). rear bearing and screw into the housing through pin-
(3) Install front pinion bearing and Cone 6740
hand tight.

1 - PINION BLOCK
Fig. 8 PINION GEAR DEPTH TOOLS
1 - DIAL INDICATOR
2 - ARBOR
4 - CONE
5 - SCREW
6 - PINION BLOCK
7 - SCOOTER BLOCK
8 - ARBOR DISC
Install differential bearing caps on Arbor Discs and
tighten cap bolts. Refer to the Torque Specifications
in this section.
NOTE: Arbor Discs 6732 have different step diame-

ters to fit other axle sizes. Pick correct size step for
axle being serviced.
Fig. 11 PINION GEAR DEPTH MEASUREMENT

1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR
measurements, measure the pinion gear depth and

prepare the pinion gear for installation. Establishing
proper pinion gear depth is essential to establishing
gear backlash and tooth contact patterns. After the
overall shim thickness to take up differential side
Fig. 10 GAUGE TOOLS IN HOUSING play is measured, the pinion gear is installed and the
1 - ARBOR DISC
gear backlash shim thickness is measured. The over-
2 - PINION BLOCK all shim thickness is the total of the dial indicator
3 - ARBOR reading, starting point shim thickness and the pre-
load specification added together. The gear backlash
measurement determines the thickness of the shim
used on the ring gear side of the differential case.
Subtract the gear backlash shim thickness from the
(6) Position Scooter Block/Dial Indicator flush on
total overall shim thickness and select that amount
for the pinion gear side of the differential (Fig. 12).
the dial indicator.
scooter block till the dial indicator probe crests the
arbor, then record the highest reading.
(8) Select a shim equal to the dial indicator read-
ing plus the drive pinion gear depth variance number
etched in the face of the pinion gear (Fig. 6) using
the opposite sign on the variance number. For exam-
ple, if the depth variance is 2, add +0.002 in. to the
dial indicator reading.
(9) Remove the pinion depth gauge components
from the housing
DIFFERENTIAL BEARING PRELOAD

is achieved by selective shims inserted between the Fig. 12 SHIM LOCATIONS
bearing cup and the housing. The proper shim thick- 1 - PINION GEAR DEPTH SHIM
2 - DIFFERENTIAL SHIM-PINION GEAR SIDE
ness can be determined using slip-fit Dummy Bear- 3 - RING GEAR
ings D-348 in place of the differential side bearings 4 - DIFFERENTIAL SHIM-RING GEAR SIDE
and a Dial Indicator C-3339. Before proceeding with 5 - COLLAPSIBLE SPACER
the differential bearing preload and gear backlash
PRELOAD SHIM SELECTION (6) Install bearing caps in their correct positions
and snug the bolts.
NOTE: It is difficult to salvage the differential side (7) Using a dead-blow hammer to seat the differ-
bearings during the removal procedure. Install ential dummy bearings to each side of the housing
replacement bearings if necessary. (Fig. 14) and (Fig. 15).
(1) Remove side bearings from differential case.

(2) Install ring gear, if necessary, on differential
case and tighten bolts to specification.
(3) Install Dummy Bearings D-348 on differential
case.
(5) Insert Dummy Shims 8107 ( 3.0 mm / 0.118 in.)
starting point shims between the dummy bearing
and the housing (Fig. 13).
Fig. 14 SEAT DUMMY BEARING PINION GEAR SIDE

1 - MALLET
Fig. 13 DUMMY SHIM LOCATION

1 - DUMMY SHIM
4 - DUMMY BEARING

2 - MALLET
(8) Thread Pilot Stud C-3288-B into rear cover bolt (11) Push differential case to the ring gear side
hole below ring gear (Fig. 16). and record dial indicator reading (Fig. 18).
(9) Attach Dial Indicator C-3339 to the pilot stud
and position indicator plunger on a flat surface of the
ring gear bolt head (Fig. 16).

(12) Add the dial indicator reading to the starting

point shim thickness to determine total shim thick-
ness to achieve zero differential end play.
(13) Add 0.008 in. (0.2 mm) to the zero end play
Fig. 16 DIFFERENTIAL SIDE PLAY MEASUREMENT shims to compress or preload the new bearings when
1 - DIFFERENTIAL CASE the differential is installed.
3 - PILOT STUD (14) Rotate dial indicator out of the way.
4 - DIAL INDICATOR (15) Remove differential case, dummy bearings
and starting point shims from the housing.
(10) Push differential case to the pinion gear side (16) Install pinion gear in the housing. Install the
of the housing (Fig. 17) and zero dial indicator. yoke and establish the correct pinion rotating torque.
in the housing (without shims) and tighten retaining
cap bolts.
(19) Push and hold differential case toward pinion
gear.
(20) Zero dial indicator face to pointer.
side of the housing and record dial indicator reading.
(22) Subtract 0.002 in. (0.05 mm) from the dial
ring and pinion gears. This total is the thickness of
shim required to achieve proper backlash.
(23) Subtract the backlash shim thickness from
the total preload shim thickness. The remainder is
Fig. 17 ZERO DIAL INDICATOR the shim thickness required on the pinion side of the
1 - DIFFERENTIAL CASE TO PINION GEAR SIDE housing.
2 - PILOT STUD (24) Rotate dial indicator out of the way on pilot
3 - DIAL INDICATOR EXTENSION stud.
from the housing.
(26) Install new side bearing cones and cups on
differential case.
(27) Install spreader W-129-B and some compo-
nents of Adapter Set 6987 on differential housing and
spread axle opening enough to receive differential
case.
(28) Place side bearing shims into the housing
against the differential bearing bore.
Fig. 20 BACKLASH SHIM ADJUSTMENT

within specifications to achieve desired tooth contact
patterns.
The TOP LAND of the gear tooth is the top surface
depth of the tooth. The TOE of the gear is the por-
tion of the tooth surface at the end towards the cen-
Fig. 19 RING GEAR BACKLASH at the outer-end. The ROOT of the gear tooth is the
1 - DIAL INDICATOR lowest portion of the tooth (Fig. 21).
(32) Push and hold ring gear upward while not NOTE: If the PROFILE across the tooth is the same
allowing the pinion gear to rotate. it is a 3 Axis cut gear. If the PROFILE across the
(33) Zero dial indicator face to pointer. tooth is tapered it is a 2 Axis cut gear.
allowing the pinion gear to rotate. Dial indicator
reading should be between 0.12 mm - 0.20 mm (0.005
from one side of the differential housing to the other
(Fig. 20).
case is defective.
After the proper backlash is achieved, perform the
GEAR CONTACT PATTERN
The ring gear and pinion teeth contact patterns 1 - TOP LAND
2 - PROFILE
will show if the pinion depth is correct in the hous- 3 - TOE
ing. It will also show if the ring gear backlash has 4 - HEEL
5 - ROOT
been adjusted correctly. The backlash can be adjusted
(1) Apply a thin coat of hydrated ferric oxide or DIFFERENTIAL BEARING PRELOAD CHECK
equivalent to the drive and coast side of the ring gear The final check on the differential assembly before
teeth. installing the axles is torque to rotate pinion and dif-
(2) Wrap, twist, and hold a shop towel around the ferential combined. This will verify the correct differ-
pinion yoke to increase the turning resistance of the ential bearing preload.
pinion. This will provide a more distinct contact pat- Torque to rotate the differential and pinion should
tern. be the torque to rotate the pinion plus 0.79-1.24 Nm
(3) With a boxed end wrench on a ring gear bolt, (7-11 in. lbs.).
rotate the differential case one complete revolution in
both directions while a load is being applied from
shop towel.
The areas on the ring gear teeth with the greatest
degree of contact against the pinion teeth will
squeeze the compound to the areas with the least
amount of contact. Note and compare patterns on the
ring gear teeth to Gear Tooth Contact Patterns
charts (Fig. 22) and (Fig. 23) and adjust pinion depth
and gear backlash as necessary.


SPECI FI CAT I ON S
REAR AXLE
Axle Ratio 3.07, 3.73, 4.10, 4.56
Pinion Bearing Preload - Original Bearings 1-2 Nm (10-20 in. lbs.)
Pinion Bearing Preload - New Bearings 2-4 Nm (20-35 in. lbs.)

Pinion Nut Min / Max 271-475 200-350 -
Pinion Mate Shaft Screw 16.25 12 -
SPECIAL TOOLS
WRENCH C-3281
PULLER C-293-PA
ADAPTER C-293-39 INSTALLER C-3716-A
ADAPTER C-293-40
HANDLE C-4171
DIAL INDICATOR C-3339 REMOVER C-4345
PULLER C-452
INSTALLER D-130
SPREADER W-129-B
INSTALLER D-146
INSTALLER W-262
REMOVER D-149
BEARING REMOVER 6310
INSTALLER 6436
ADAPTER PLUG SP-3289
INSTALLER 6437
PINION DEPTH 6774

ADAPTER KIT 6987
HUB PULLER 6790 PULLER 7794-A
SHIM DUMMY 8107

WRENCH SPANNER 6958
CUP 8109
TRAC-LOK TOOLS 6960
INSTALLER SCREW 8112
HOLDER FIXTURE 6965

AX LE SH AFT S INSTALLATION
(1) Lubricate bearing bore and seal lip with gear
REMOVAL lubricant. Insert axle shaft through seal, bearing,
(1) With vehicle in neutral, position vehicle on and engage it into side gear splines.
hoist. (2) Install C-clip lock on the axle shaft, then push
(2) Remove brake drum. axle outward to seat C-clip lock in side gear.
(3) Remove differential cover and drain fluid. (3) Insert pinion mate shaft into differential case
(4) Rotate differential case to access pinion mate and through thrust washers and pinion gears.
gear shaft lock screw. Remove lock screw and shaft (4) Align hole in shaft with hole in the differential
from differential case (Fig. 24). case and install lock screw with Loctitet on the
threads. Tighten lock screw to 19 Nm (14 ft. lbs.).
(5) Install differential cover.
AX LE SH AFT SEALS
REMOVAL
(1) Remove the axle shaft.
(2) Remove axle shaft seal from the end of the axle
shaft tube with a small pry bar.
(3) Inspect the axle shaft tube bore for roughness
and burrs and remove as necessary.
INSTALLATION
(1) Wipe the axle shaft tube bore clean.
(2) Install new axle shaft seal with Installer 6437
and Handle C-4171 (Fig. 26).
Fig. 24 MATE SHAFT LOCK SCREW
1 - LOCK SCREW
2 - PINION GEAR MATE SHAFT
(5) Push axle shaft inward and remove axle C-clip

lock (Fig. 25).
Fig. 26 AXLE SHAFT SEAL

1 - INSTALLER
2 - SEAL
3 - AXLE SHAFT TUBE
4 - HANDLE
Fig. 25 AXLE SHAFT C-CLIP
(3) Install the axle shaft.
1 - C-CLIP LOCK
2 - AXLE SHAFT
3 - SIDE GEAR

AX LE BEARI N GS
REMOVAL
(2) Remove axle shaft seal from axle shaft tube
with a small pry bar.
(3) Remove axle shaft bearing from the axle tube
with Bearing Removal Tool Set 6310 and Adapter
Foot 6310-5 (Fig. 27).
Fig. 28 AXLE SHAFT SEAL INSTALLER

1 - INSTALLER
2 - SEAL
3 - AXLE SHAFT TUBE
4 - HANDLE
PI N I ON SEAL
REMOVAL
(2) Remove brake drums.
(3) Remove propeller shaft from the yoke.
(5) Record torque necessary to rotate the pinion
gear with an inch pound dial-type torque wrench.
(6) Hold the yoke with Wrench 6958 and remove
pinion nut and washer.
Fig. 27 AXLE SHAFT BEARING TOOLS (7) Remove pinion yoke with Remover C-452 and
1 - AXLE SHAFT TUBE Wrench C-3281 (Fig. 29).
2 - NUT
3 - GUIDE PLATE
4 - GUIDE
5 - THREADED ROD
6 - ADAPTER
7 - FOOT
INSTALLATION
(1) Wipe axle shaft tube bore clean.
(2) Install axle shaft bearing with Installer 6436
and Handle C-4171.
NOTE: Part number on the bearing must be against

the installer.
(3) Install new axle shaft seal with Installer 6437

(4) Install axle shaft.
1 - WRENCH
2 - YOKE
3 - REMOVER
(8) Remove pinion seal with a pry tool or slide

hammer mounted screw.
INSTALLATION (3) Install yoke washer and new nut on pinion

(1) Apply a light coating of gear lubricant on the gear and tighten nut until there is zero bearing end-
lip of pinion seal and install seal with an appropriate play.
installer (Fig. 30). (4) Tighten pinion nut to 271 Nm (200 ft. lbs.).

pinion gear bearing rotating torque and never
exceed specified preload torque. Failure to heed
caution may result in damage.
(5) Rotate pinion shaft using an inch pound torque

wrench. Rotating torque should be equal to the read-
ing recorded during removal plus an additional 0.56
Nm (5 in. lbs.) (Fig. 32).

1 - HANDLE
2 - INSTALLER
(2) Install pinion yoke Screw 8112, Cup 8109 and

Spanner Wrench 6958 (Fig. 31).
CAUTION: Do not exceed the minimum tightening

torque 271 Nm (200 ft. lbs.) when installing the pin-
ion yoke at this point. Failure to heed caution may
result in damage.

1 - TORQUE WRENCH
2 - PINION YOKE

1 - INSTALLER
2 - PINION YOKE
3 - SPANNER WRENCH
(6) If rotating torque is low, use Wrench 6958 to
hold pinion yoke (Fig. 33), and tighten pinion nut in
6.8 Nm (5 ft. lbs.) increments until proper rotating
torque is achieved.
CAUTION: If maximum tightening torque 475 Nm

(350 ft. lbs.) is reached prior to reaching the
required rotating torque, the collapsible spacer may
have been damaged. Failure to heed caution may
result in damage.

1 - WRENCH
2 - YOKE
3 - REMOVER
(9) Remove front pinion bearing using a pair of

pick tools to pull the bearing straight off the pinion
gear shaft.
NOTE: If bearing becomes bound on pinion shaft,

lightly tap the pinion shaft with a rawhide/rubber
hammer.
(10) Remove collapsible spacer.
INSTALLATION
(1) Install a new collapsible preload spacer on pin-
Fig. 33 YOKE HOLDER ion shaft.
1 - PINION YOKE (2) Install pinion front bearing.
2 - SPANNER WRENCH (3) Apply a light coating of gear lubricant on the
3 - PIPE
(7) Install propeller shaft. installer (Fig. 35).
(8) Install the brake drums.
COLLAPSI BLE SPACER

REMOVAL
hoist.
(2) Remove rear brake drums.
(5) Record torque to rotate the pinion gear with an
inch pound dial-type torque wrench.
(6) Hold pinion yoke with Spanner Wrench 6958 Fig. 35 PINION SEAL INSTALLER
and remove pinion nut and washer. 1 - HANDLE
2 - INSTALLER
(8) Remove pinion shaft seal with a pry tool or a
slide hammer mounted screw.
COLLAPSI BLE SPACER (Cont inue d)
(4) Install yoke with Screw 8112, Cup 8109 and
Spanner Wrench 6958 (Fig. 36).
Fig. 37 YOKE HOLDER

1 - PINION YOKE
2 - SPANNER WRENCH
Fig. 36 PINION YOKE INSTALLER 3 - PIPE
1 - INSTALLER
2 - PINION YOKE
3 - SPANNER WRENCH
(5) Install yoke washer and new nut on the pinion

gear. Tighten the nut to 271 Nm (200 ft. lbs.).

(6) Using yoke with Spanner Wrench 6958 and a

torque wrench set at 475 Nm (350 ft. lbs.), (Fig. 37)
slowly tighten the nut in 6.8 Nm (5 ft. lbs.) incre-
ments until the rotating torque is achieved. Measure
rotating torque frequently to avoid over crushing the
collapsible spacer (Fig. 38).

(7) Check rotating torque with an inch pound Fig. 38 PINION ROTATING TORQUE
torque wrench (Fig. 38). The rotating torque of the
1 - TORQUE WRENCH
pinion should be, the reading recorded during 2 - PINION YOKE
removal plus an additional 0.56 Nm (5 in. lbs.).
(9) Install rear brake drums.
DI FFEREN T I AL COV ER (3) Remove axle shafts.

(4) Note reference letters stamped on the bearing
caps and housing machined sealing surface (Fig. 40).
REMOVAL
INSTALLATION
cover (Fig. 39).
Fig. 40 BEARING CAP REFERENCE

1 - REFERENCE LETTERS
(5) Loosen differential bearing cap bolts.

6987B on differential locating holes (Fig. 41). Install
hold-down clamps and tighten the turnbuckle finger-
tight.

1 - SEALANT SURFACE
2 - SEALANT

damage.
(2) Install cover and identification tag. Tighten

cover bolts in a criss-cross pattern to 41 Nm (30 ft.
lbs.).
lbs.).

DI FFEREN T I AL 1 - DIFFERENTIAL HOUSING
2 - DOWEL
REMOVAL 3 - SAFETY HOLD DOWN
4 - SPREADER
(1) Remove differential fill plug. 5 - TURNBUCKLE
(2) Remove differential cover and drain fluid.
(7) Install a Pilot Stud C-3288-B at the left side of (9) Remove dial indicator.
the differential housing. Attach Dial Indicator C-3339 to (10) While holding differential case in position,
pilot stud. Load indicator plunger against the opposite remove differential bearing caps.
side of the housing (Fig. 42) and zero the indicator. (11) Remove differential from housing and tag dif-
CAUTION: Never spread the housing over 0.38 mm ferential bearing cups to indicate location (Fig. 44).
damage.
Fig. 44 DIFFERENTIAL CASE REMOVAL

Fig. 42 DIAL INDICATOR LOCATION 1 - DIFFERENTIAL HOUSING
1 - CLAMP 3 - BEARING CUPS
2 - DIAL INDICATOR
3 - LEVER ADAPTER
4 - SPREADER (12) Remove spreader from housing.
5 - PILOT STUD (13) Clean the housing cavity with flushing oil,
with the dial indicator (Fig. 43). NOTE: Do not use water, steam, kerosene or gaso-
line for cleaning.
DISASSEMBLY
(1) Remove pinion shaft.
(2) Rotate differential side gears and remove dif-
ferential pinions and thrust washers (Fig. 45).
(3) Remove differential side gears and thrust
washers.
ASSEMBLY
(1) Lubricate all differential components with
hypoid gear lubricant.
ers.
(3) Install differential pinion gears and thrust
washers.
(4) Install the pinion mate shaft.
(5) Align hole in the pinion mate shaft with the
hole in the differential case and install pinion mate
shaft lock screw finger tight.
1 - DIAL INDICATOR
2 - SPREADER
Fig. 45 DIFFERENTIAL GEARS Fig. 46 SPREADER LOCATION

1 - THRUST WASHER 1 - DIFFERENTIAL HOUSING
2 - SIDE GEAR 2 - DOWEL
3 - DIFFERENTIAL PINION 3 - SAFETY HOLD DOWN
4 - SPREADER
5 - TURNBUCKLE
INSTALLATION

and tighten turnbuckle finger-tight.
to pilot stud. Load the indicator plunger against the
opposite side of the housing and zero the indicator.

Failure to heed caution may result in damage. Fig. 47 BEARING CAP REFERENCE
(3) Spread the housing enough to install the case 2 - REFERENCE LETTERS
in the housing. Measure the distance with the dial
indicator. (7) Loosely install differential bearing cap bolts.
(4) Remove the dial indicator. (8) Remove axle housing spreader.
(5) Install differential case in the housing. Ensure (9) Tighten bearing cap bolts to 77 Nm (57 ft.
that the differential bearing cups remain in position lbs.).
on the differential bearings. Tap the differential case (10) Install axle shafts.
to ensure the bearings cups are seated in the hous- (11) Install cover and identification tag.
ing.
(6) Install bearing caps in their original locations
(Fig. 47).
DI FFEREN T I AL - T RAC-LOK
DESCRIPTION
The Trac-Lokt differential has a one-piece differen-
tial case, and similar internal components as a stan-
dard differential, plus two clutch disc packs.
Differential bearing preload and ring gear backlash
are adjusted with shims located between the differ-
ential case bearing cups and housing. Pinion bearing
preload is set and maintained by the use of a collaps-
ible spacer.
OPERATION
This differentials clutches are engaged by two con-
current forces. The first being the preload force
exerted through Belleville spring washers within the
clutch packs. The second is the separating forces gen-
erated by the side gears as torque is applied through
the ring gear (Fig. 48).
This design provides the differential action needed
for turning corners and for driving straight ahead
during periods of unequal traction. When one wheel
looses traction, the clutch packs transfer additional
torque to the wheel having the most traction. This
differential resist wheel spin on bumpy roads and
provide more pulling power when one wheel looses
traction. Pulling power is provided continuously until
both wheels loose traction. If both wheels slip due to Fig. 48 TRAC-LOK LIMITED SLIP DIFFERENTIAL
unequal traction, Trac-lokt operation is normal. In
1 - CASE
extreme cases of differences of traction, the wheel 2 - RING GEAR
with the least traction may spin. 3 - DRIVE PINION
4 - PINION GEAR
5 - MATE SHAFT
DIAGNOSIS AND TESTING 6 - CLUTCH PACK
The most common problem is a chatter noise when 7 - SIDE GEAR
turning corners. Before removing the unit for repair, 8 - CLUTCH PACK
drain, flush and refill the axle with the specified
sure brakes are not dragging during this measure-
lubricant. A container of Mopar Trac-lokt Lubricant
ment.
(friction modifier) should be added after repair ser-
(1) Place blocks in front and rear of both front
vice or during a lubricant change.
wheels.
After changing the lubricant, drive the vehicle and
(2) Raise one rear wheel until it is completely off
make 10 to 12 slow, figure-eight turns. This maneu-
the ground.
ver will pump lubricant through the clutches. This
(3) Engine off, transmission in neutral, and park-
will correct the condition in most instances. If chatter
ing brake off.
persists, clutch damage could have occurred.
(4) Remove wheel and bolt Special Tool 6790 or
equivalent tool to studs.
DIFFERENTIAL TEST
The differential can be tested without removing the
differential case by measuring rotating torque. Make
DI FFEREN T I AL - T RAC-LOK (Cont inue d)
(5) Use torque wrench on special tool to rotate (2) Remove pinion gear mate shaft lock screw.
wheel and read rotating torque (Fig. 49). (3) Remove pinion gear mate shaft.
(4) Lubricate and install disc without threaded
hole from Trac-Lokt Tool Kit 6960 into lower side
gear (Fig. 51).
Fig. 49 ROTATING TORQUE TEST

1 - SPECIAL TOOL WITH BOLT IN CENTER HOLE
2 - TORQUE WRENCH
(6) If rotating torque is less than 41 Nm (30 ft.

lbs.) or more than 271 Nm (200 ft. lbs.) on either
wheel the unit should be serviced.
DISASSEMBLY
(1) Clamp Holding Fixture 6965 in vise and set
differential case on fixture (Fig. 50).
Fig. 51 DISC PLATE

1 - LOWER SIDE GEAR
3 - DISC
(5) Install disc with threaded hole in the upper

side gear. Thread forcing screw from Trac-Lokt Tool
Kit 6960 through the upper disc until it comes in
contact with lower disc.
Fig. 50 DIFFERENTIAL CASE FIXTURE

1 - FIXTURE
2 - VISE
3 - DIFFERENTIAL
(6) Insert a screw driver in slot of upper disc (Fig.
52) to prevent disc from turning.
Fig. 53 TIGHTEN FORCING SCREW

1 - TORQUE WRENCH
2 - FORCING SCREW
Fig. 52 THREAD ADAPTER DISC

1 - SOCKET
2 - SLOT IN DISC
3 - SCREWDRIVER
4 - LOWER DISC
5 - FORCING SCREW
6 - UPPER DISC
(7) Tighten forcing screw to 122 Nm (90 ft. lbs.)

maximum to compress Belleville springs in clutch
packs (Fig. 53).
(8) With a feeler gauge remove thrust washers
from behind the pinion gears (Fig. 54).
(9) Insert turning bar from tool kit into the pinion
mate shaft hole in the case (Fig. 55).
(10) Loosen forcing screw in small increments
until clutch pack tension is relieved and the differen-
Fig. 54 PINION GEAR THRUST WASHER
tial case can be rotated with turning bar.
1 - THRUST WASHER
(11) Rotate differential case until pinion gears can 2 - FEELER GAUGE
be removed.
(12) Remove pinion gears from differential case. NOTE: Keep plates in order during removal.
(13) Remove forcing screw and discs.
(14) Remove top side gear, clutch pack retainers
and clutch pack (Fig. 56). ASSEMBLY
NOTE: Keep plates in order during removal. NOTE: New Plates and discs with fiber coating (no
grooves or lines) must be presoaked in Friction
(15) Remove differential case from the fixture. Modifier before assembly. Soak plates and discs for
(16) Remove side gear, clutch pack retainer and a minimum of 20 minutes.
clutch pack.
Fig. 55 TURNING BAR

1 - PINION GEARS
2 - TURNING BAR
Fig. 57 CLUTCH DISC PACK

1 - CLUTCH PACK
2 - RETAINER
3 - SIDE GEAR
4 - RETAINER
Fig. 56 SIDE GEAR & CLUTCH DISC

2 - RETAINER
3 - SIDE GEAR AND CLUTCH DISC PACK
(1) Assemble clutch discs into packs and secure

disc packs with retaining clips (Fig. 57).
(2) Install assembled clutch disc packs on side
gear hubs.
(3) Install clutch pack and lower side gear in dif-
ferential case (Fig. 58).
Fig. 58 CLUTCH PACK AND LOWER SIDE GEAR
NOTE: Verify clutch pack retaining clips are in posi- 1 - DIFFERENTIAL CASE
tion and seated in case pockets. 2 - LOWER SIDE GEAR AND CLUTCH PACK
(4) Lubricated and install disc without the hole (13) Install pinion gear mate shaft and align holes
from Trac-Lokt Tool Kit 6960 into lower side gear. in shaft and case.
(5) Install upper side gear and clutch disc pack (14) Install pinion mate shaft lock screw finger
(Fig. 59). tight to hold shaft during differential installation.
NOTE: Verify clutch pack retaining clips are in posi- hypoid gear lubricant.
tion and seated in case pockets.
DI FFEREN T I AL CASE
BEARI N GS
REMOVAL
(2) Remove bearings from differential case with
Puller/Press C-293-PA , Adapters C-293-39 and Plug
SP-3289 (Fig. 60).
Fig. 59 CLUTCH PACK AND UPPER SIDE GEAR

1 - SIDE GEAR AND CLUTCH PACK
3 - LOWER DISC
(6) Lubricate and install disc with threaded hole

into top side gear.
(7) Thread forcing screw from tool kit through the
top disc and until screw slightly compress clutch disc.
(8) Place pinion gears in position in side gears and
verify pinion mate shaft hole is aligned.
(9) Rotate case with turning bar until pinion mate Fig. 60 BEARING REMOVAL
shaft holes in pinion gears align with holes in case. 1 - ADAPTERS
2 - BEARING
NOTE: It may be necessary to slightly tighten the 3 - DIFFERENTIAL
forcing screw in order to install the pinion gears. 4 - PLUG
5 - PULLER

maximum to compress the Belleville springs.
(11) Lubricate and install thrust washers behind
pinion gears and align washers with a small screw
driver. Insert mate shaft into each pinion gear to ver-
ify alignment.
(12) Remove forcing screw and discs.
DI FFEREN T I AL CASE BEARI N GS (Cont inue d)
INSTALLATION (4) Drive ring gear off the differential case with a
(1) Install differential side bearings with Installer dead-blow hammer (Fig. 62).
C-3716-A with Handle C-4171 (Fig. 61).
Fig. 62 RING GEAR

1 - CASE
2 - RING GEAR
(5) Hold pinion yoke with Wrench 6958 and

remove pinion yoke nut and washer.
Fig. 61 DIFFERENTIAL CASE BEARINGS (6) Remove pinion yoke from pinion shaft with
1 - HANDLE Remover C-452 and Wrench C-3281 (Fig. 63).
2 - DIFFERENTIAL
3 - BEARING
4 - INSTALLER
(2) Install differential in the housing.
REMOVAL
NOTE: The ring and pinion gears are serviced in a
ing the other gear.

(2) Place differential case in a vise with soft metal
jaw.
1 - WRENCH
case. 2 - YOKE
3 - PULLER
(7) Remove pinion gear from housing with a dead- (11) Remove rear bearing cup from housing (Fig.
blow hammer (Fig. 64). 66) with Remover D-149 and Handle C-4171.

Fig. 64 REMOVE PINION GEAR
1 - DRIVER
1 - DEAD-BLOW HAMMER 2 - HANDLE
(8) Remove pinion shaft seal with a pry tool or a (12) Remove collapsible preload spacer (Fig. 67).
(9) Remove oil slinger, if equipped, and front pin-
ion bearing.
(10) Remove front pinion bearing cup with
Remover C-4345 and Handle C-4171 (Fig. 65).
Fig. 67 COLLAPSIBLE SPACER

2 - SHOULDER
3 - PINION GEAR
4 - SHIM
Fig. 65 FRONT PINION BEARING CUP 5 - REAR BEARING
1 - REMOVER
2 - HANDLE
(13) Remove rear bearing from the pinion shaft
with Puller/Press C-293-PA and Adapters C-293-40
(Fig. 68).

1 - INSTALLER
2 - HANDLE
1 - PULLER
2 - VISE
3 - ADAPTERS
4 - DRIVE PINION GEAR SHAFT
(14) Remove depth shims from the pinion shaft

and record the shims thickness.
INSTALLATION
NOTE: A pinion depth shim/oil slinger is placed
between the rear pinion bearing cone and the pin-
ion head to achieve proper ring gear and pinion
mesh. If ring gear and pinion are reused, the pinion
depth shim/oil slinger should not require replace-
ment. Refer to Adjustment (Pinion Gear Depth) to
select the proper thickness shim/oil slinger if ring
Fig. 70 FRONT PINION BEARING CUP
(1) Apply Mopar Door Ease or equivalent lubricant 1 - INSTALLER
to outside surface of bearing cups. 2 - HANDLE
(2) Install pinion rear bearing cup with Installer
D-146 and Driver Handle C-4171 (Fig. 69) and verify
cup is seated.
(3) Install pinion front bearing cup with Installer
D-130 and Handle C-4171 (Fig. 70) and verify cup is
seated.
(4) Install pinion front bearing and shim.

1 - HANDLE
2 - INSTALLER
(6) Install depth shim on the pinion gear.

(7) Install rear bearing and shim on the pinion
gear with Installer W-262 and a press (Fig. 72). Fig. 73 COLLAPSIBLE SPACER
2 - SHOULDER
3 - PINION GEAR
4 - SHIM
5 - REAR BEARING

1 - PRESS
2 - INSTALLER
3 - DRIVE PINION GEAR
(8) Install a new collapsible preload spacer on pin- Fig. 74 PINION YOKE INSTALLER
ion shaft and install pinion gear in the housing (Fig. 1 - INSTALLER
73). 2 - PINION YOKE
(9) Install yoke with Installer Screw 8112, Cup 3 - SPANNER WRENCH
8109 and Wrench 6958 (Fig. 74).
(10) Install yoke washer and a new nut on the
pinion gear and tighten the pinion nut until there is
zero bearing end-play.
(11) Tighten the nut to 271 Nm (200 ft. lbs.).
(12) Using Spanner Wrench 6958 and a torque
wrench set at 475 Nm (350 ft. lbs.), (Fig. 75) slowly
tighten the nut in 6.8 Nm (5 ft. lbs.) increments
until the rotating torque is achieved. Measure the
rotating torque frequently to avoid over crushing the
collapsible spacer (Fig. 76).


1 - TORQUE WRENCH
2 - PINION YOKE
CAUTION: Do not reuse ring gear bolts, the bolts

can fracture causing extensive damage. Failure to
Fig. 75 PINION YOKE WRENCH

1 - PINION YOKE
2 - SPANNER WRENCH
3 - PIPE
(13) Check bearing rotating torque with a inch

pound torque wrench (Fig. 76). The pinion gear rotat-
ing torque should be:
Original Bearings: 1 to 2 Nm (10 to 20 in. lbs.). Fig. 77 RING GEAR BOLTS
New Bearings: 2 to 4 Nm (20 to 35 in. lbs.). 1 - TORQUE WRENCH
(14) Invert the differential case and start two ring 2 - RING GEAR BOLT
gear bolts. This will provide case-to-ring gear bolt 3 - RING GEAR
4 - CASE
hole alignment.
(15) Invert the differential case in the vise. (17) Install differential in axle housing and verify
(16) Install new ring gear bolts and alternately gear mesh and contact pattern. Refer to Adjustments
tighten to 136 Nm (100 ft. lbs.) (Fig. 77). (Gear Contact Pattern) for procedure.
REAR AX LE - 2 1 6 RBI
TABLE OF CONTENTS
page page
REAR AXLE - 216RBI INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 141

DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . 118 DIFFERENTIAL -TRAC-LOK
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 141
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 122 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 141
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . 123 DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . 142
SPECIFICATIONS DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 142
REAR AXLE . . . . . . . . . . . . . . . . . . . . . . . . . 131 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . 131 DIFFERENTIAL - TRU-LOK
AXLE SHAFTS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 146
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 146
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 134 DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . 146
AXLE BEARINGS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 148
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 136 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
PINION SEAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 151
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 DIFFERENTIAL - TRU-LOK PUMP
DIFFERENTIAL COVER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 153
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 DIFFERENTIAL CASE BEARINGS
DIFFERENTIAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 154
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 PINION GEAR/RING GEAR/TONE RING
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 140 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 157
REAR AX LE - 2 1 6 RBI Differential side gears and pinions can be checked

by turning the vehicle. They usually do not cause
cle turns. A worn pinion shaft can also cause a snap-
GEAR NOISE
ping or a knocking noise.
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, incorrect pinion depth, tooth
BEARING NOISE
contact, worn/damaged gears, or the carrier housing
not having the proper offset and squareness.
all produce noise when worn or damaged. Bearing
Gear noise usually happens at a specific speed
range. The noise can also occur during a specific type
Pinion bearings have a constant-pitch noise. This
of driving condition. These conditions are accelera-
noise changes only with vehicle speed. Pinion bearing
tion, deceleration, coast, or constant load.
noise will be higher pitched because it rotates at a
When road testing, first warm-up the axle fluid by
faster rate. Drive the vehicle and load the differen-
driving the vehicle at least 5 miles and then acceler-
tial. If bearing noise occurs, the rear pinion bearing
ate the vehicle to the speed range where the noise is
is the source of the noise. If the bearing noise is
the greatest. Shift out-of-gear and coast through the
heard during a coast, the front pinion bearing is the
peak-noise range. If the noise stops or changes
source.
greatly:
Worn or damaged differential bearings usually pro-
Check for insufficient lubricant.
duce a low pitch noise. Differential bearing noise is
Incorrect ring gear backlash.
similar to pinion bearing noise. The pitch of differen-
Gear damage.
tial bearing noise is also constant and varies only
with vehicle speed.
Axle shaft bearings produce noise and vibration can contribute to what appears to be a rearend vibra-
when worn or damaged. The noise generally changes tion. Do not overlook engine accessories, brackets
when the bearings are loaded. Road test the vehicle. and drive belts.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise NOTE: All driveline components should be exam-
level. Where axle bearing damage is slight, the noise ined before starting any repair.
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK DRIVELINE SNAP

Low speed knock is generally caused by a worn A snap or clunk noise when the vehicle is shifted
U-joint or by worn side-gear thrust washers. A worn into gear (or the clutch engaged), can be caused by:
pinion shaft bore will also cause low speed knock. High engine idle speed.
Transmission shift operation.
VIBRATION Loose engine/transmission/transfer case mounts.
Vibration at the rear of the vehicle is usually Worn U-joints.
caused by a: Loose spring mounts.
Damaged drive shaft. Loose pinion gear nut and yoke.
Missing drive shaft balance weight(s). Excessive ring gear backlash.
Worn or out-of-balance wheels. Excessive side gear to case clearance.
Loose wheel lug nuts. The source of a snap or a clunk noise can be deter-
Worn U-joint(s). mined with the assistance of a helper. Raise the vehi-
Loose/broken springs. cle on a hoist with the wheels free to rotate. Instruct
Damaged axle shaft bearing(s). the helper to shift the transmission into gear. Listen
Loose pinion gear nut. for the noise, a mechanics stethoscope is helpful in
Excessive pinion yoke run out. isolating the source of a noise.
Bent axle shaft(s).
Check for loose or damaged front-end components
or engine/transmission mounts. These components
properly.


and quantity.

and quantity.
level.

cover.


damage.


adjustment. contact pattern. Adjust backlash or
pinion depth.
pinion.
pre-load.
REMOVAL
hoist.
(2) Position a suitable lifting device under the
axle.
(3) Secure axle to device.
(5) Remove brake hose at the axle junction block.
(6) Remove vent hose from axle tube.
(7) If equipped with Locker differential disconnect
pressure hose from differential housing and locker
indicator connector (Fig. 1).
Fig. 3 REAR TRACK BAR

1 - TRACK BAR
2 - FRAME BRACKET
3 - REAR AXLE

from the axle brackets.
(13) Separate the axle from the vehicle.
INSTALLATION
CAUTION: The weight of the vehicle must be sup-
Fig. 1 INDICATOR SWITCH CONNECTOR track bar fasteners can be tightened. Failure to
1 - CONNECTOR heed caution may result in damage.
(1) Raise axle with lifting device and align coil
(8) Remove propeller shaft. springs.
(9) Remove stabilizer bar links from axle. (2) Position upper and lower suspension arms on
(10) Remove shock absorbers from axle (Fig. 2). the axle brackets. Install nuts and bolts, do not
tighten bolts at this time.
(3) Install track bar and attachment bolts, do not
tighten bolts at this time.
(4) Install shock absorbers and tighten nuts to
(5) Install stabilizer bar links and tighten nuts to
(6) Install the wheel speed sensors, if necessary.
(8) Install brake hose to the axle junction block
and bleed brakes.
(9) Install axle vent hose.
(10) If equipped with Locker differential connect
pressure hose and Locker indicator swith.
(12) Remove lifting device from axle and lower the
Fig. 2 SHOCK ABSORBER vehicle.
1 - AXLE BRACKET (13) Tighten upper and lower control arms nuts to
2 - SHOCK torque specification (Fig. 4).
(14) Tighten track bar bolts to torque specification.
(11) Remove track bar from axle (Fig. 3).
Fig. 4 UPPER AND LOWER SUSPENSION ARMS Fig. 5 PINION GEAR ID NUMBERS
1 - UPPER SUSPENSION ARM 1 - PRODUCTION NUMBERS
2 - REAR AXLE 2 - DRIVE PINION GEAR DEPTH VARIANCE
3 - LOWER SUSPENSION ARM 3 - GEARS MATCHING NUMBER
ment pinion gear. Add or subtract the thickness of

ADJUSTMENTS the original depth shims to compensate for the differ-
ence in the depth variances. Refer to the Depth Vari-
RING AND PINION GEAR ance charts.
intersect. The intersecting figure represents plus or
pinion gear are etched into the face of each gear (Fig.
minus the amount needed.
Note the etched number on the face of the drive
etched into the face of the pinion gear. This number
pinion gear (1, 2, 0, +1, +2, etc.). The numbers rep-
is the amount (in thousandths of an inch) the depth
resent thousands of an inch deviation from the stan-
dard. If the number is negative, add that value to the
etched with a (0). The standard depth provides the
required thickness of the depth shim(s). If the num-
best teeth contact pattern. Refer to Backlash and
ber is positive, subtract that value from the thickness
Contact Pattern Analysis Paragraph in this section
of the depth shim(s). If the number is 0 no change is
for additional information.
necessary. Refer to the Pinion Gear Depth Variance
Compensation for pinion depth variance is
Chart.
achieved with select shims. The shims are placed
under the inner pinion bearing on the pinion shaft.
If a new gear set is being installed, note the depth
variance etched into both the original and replace-

Gear Depth
Variance 24 23 22 21 0 +1 +2 +3 +4
+4 +0.008 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0
+3 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001
+2 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002
+1 +0.005 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002 20.003
0 +0.004 +0.003 +0.002 +0.001 0 20.001 20.002 20.003 20.004
21 +0.003 +0.002 +0.001 0 20.001 20.002 20.003 20.004 20.005
22 +0.002 +0.001 0 20.001 20.002 20.003 20.004 20.005 20.006
23 +0.001 0 20.001 20.002 20.003 20.004 20.005 20.006 20.007
24 0 20.001 20.002 20.003 20.004 20.005 20.006 20.007 20.008
Measurements are taken with pinion cups and pin- Block 6734 and rear pinion bearing onto Screw 6741
ion bearings installed in housing. Take measure- (Fig. 6).
ments with Pinion Gauge Set 6730 and Dial (2) Insert assembled height gauge components,
Indicator C-3339 (Fig. 6). rear bearing and screw into axle housing through
pinion bearing cups (Fig. 7).
(3) Install front pinion bearing and Cone 6740
hand tight.

1 - PINION BLOCK
Fig. 6 PINION DEPTH GAUGE TOOLS
1 - DIAL INDICATOR
2 - ARBOR
4 - CONE
5 - SCREW
6 - PINION BLOCK
7 - SCOOTER BLOCK
8 - ARBOR DISC
Install differential bearing caps on Arbor Discs and
tighten cap bolts to 41 Nm (30 ft. lbs.).
NOTE: Arbor Discs 6732 have different step diame-

ters to fit other axle sizes. Pick correct size step for
axle being serviced.

1 - ARBOR
2 - SCOOTER BLOCK
3 - DIAL INDICATOR
lash measurements, measure the pinion gear depth

and prepare the pinion gear for installation. Estab-
lishing proper pinion gear depth is essential to estab-
lishing gear backlash and tooth contact patterns.
Fig. 8 GAUGE TOOLS IN HOUSING After the overall shim thickness to take up differen-
1 - ARBOR DISC
tial side play is measured, the pinion gear is
2 - PINION BLOCK installed, and the gear backlash shim thickness is
3 - ARBOR measured. The overall shim thickness is the total of
the dial indicator reading and the preload specifica-
tion added together. The gear backlash measurement
determines the thickness of the shim used on the
ring gear side of the differential case. Subtract the
(6) Place Scooter Block/Dial Indicator in position
gear backlash shim thickness from the total overall
in axle housing so dial probe and scooter block are
shim thickness and select that amount for the pinion
flush against the rearward surface of the pinion
gear side of the differential (Fig. 10).
height block. Hold scooter block in place and zero the
dial indicator face to the pointer. Tighten dial indica-
tor face lock screw.
(7) Slowly slide the Scooter Block/Dial Indicator
across the pinion height block over to the arbor bar
(Fig. 9). Move the Scooter Block/Dial Indicator to the
crest of the arbor bar and record the highest reading.
(8) Select a shim equal to the thickest dial indica-
tor reading plus or minus the drive pinion gear depth
variance number etched in the face of the pinion gear
(Fig. 5).
(9) Remove the pinion depth gauge components
from the axle housing.

is achieved by selective shims inserted between the Fig. 10 ADJUSTMENT SHIM LOCATIONS
bearing cups and the housing. The proper shim 1 - PINION DEPTH SHIM
thickness can be determined using slip-fit dummy 2 - DIFFERENTIAL BEARING PRELOAD SHIM
bearings D-345 in place of the differential side bear- 3 - RING GEAR
4 - DIFFERENTIAL BEARING PRELOAD SHIM
ings and a dial indicator C-3339. Before proceeding
with the differential bearing preload and gear back-
NOTE: It is difficult to salvage the differential side (7) Using a dead-blow hammer seat the differen-
bearings during the removal procedure. Install tial dummy bearings to each side of the housing (Fig.
replacement bearings if necessary. 13) and (Fig. 14).

ential case.
tial case.
tial case.
(5) Install differential case in axle housing (Fig.
11).
(6) Install the marked bearing caps in their correct
positions. Install and snug the bolts (Fig. 12).
Fig. 13 SEAT DUMMY BEARING PINION SIDE

1 - MALLET
Fig. 11 DIFFERENTIAL DUMMY BEARINGS

1 - DUMMY BEARINGS

2 - MALLET

1 - BEARING CAP
(8) Thread Pilot Stud C-3288-B into rear cover bolt (11) Push and hold differential case to ring gear
hole below ring gear (Fig. 15). side of the housing and record dial indicator reading
(9) Attach a dial indicator C-3339 to Pilot Stud (Fig. 17).
C-3288-B. Position the dial indicator plunger on a
flat surface between the ring gear bolt heads (Fig.
15).

(12) Add dial indicator reading to the starting

point shim thickness. This is the total shim thickness
to achieve zero differential end play.
(13) Add 0.254 mm (0.010 in.) to the zero end play
Fig. 15 DIFFERENTIAL SIDE PLAY MEASUREMENT shims to compress, or preload the new bearings when
1 - DIFFERENTIAL CASE the differential is installed.
3 - PILOT STUD (14) Rotate dial indicator out of the way on pilot
4 - DIAL INDICATOR stud.
(10) Push and hold differential case to pinion gear from the housing.
side of the housing and zero dial indicator (Fig. 16). (16) Install pinion gear in the housing. Install the
pinion yoke and establish the correct pinion rotating
torque.
D-345 in the housing (without shims), install bearing
caps and tighten bolts snug.
(18) Seat ring gear side dummy bearing (Fig. 14).
surface between the ring gear bolt heads. (Fig. 15).
(20) Push and hold differential case toward the
pinion gear and zero dial indicator (Fig. 18).
side of the housing and record dial indicator reading
(Fig. 19).
(22) Subtract 0.05 mm (0.002 in.) from the dial
ring and pinion gears. This total is the thickness
Fig. 16 ZERO DIAL INDICATOR shim required to achieve proper backlash.
1 - DIAL INDICATOR (23) Subtract the backlash shim thickness from
2 - FORCE DIFFERENTIAL CASE TO PINION GEAR SIDE the total preload shim thickness. The remainder is
3 - PILOT STUD the shim thickness required on the pinion side of the
4 - EXTENSION
housing.
(30) Install differential bearing caps loosely.
(31) Remove spreader from the housing.
(32) Tighten bearing caps bolts to 108 Nm (80 ft.
lbs.).
allowing the pinion gear to rotate and zero dial indi-
cator.
allowing the pinion gear to rotate. Dial indicator
reading should be between 0.12 mm - 0.20 mm (0.005
Fig. 18 ZERO DIAL INDICATOR from one side of the housing to the other (Fig. 21).
1 - DIAL INDICATOR FACE (37) Verify differential case and ring gear runout
2 - DIFFERENTIAL CASE TO PINION GEAR SIDE by measuring ring to pinion gear backlash at eight
3 - PINION GEAR
4 - DIFFERENTIAL HOUSING locations around the ring gear. Readings should not
5 - DIFFERENTIAL CASE vary more than 0.05 mm (0.002 in.). If readings vary
case is defective.

1 - DIAL INDICATOR
3 - PINION GEAR
4 - DIFFERENTIAL HOUSING Fig. 20 RING GEAR BACKLASH MEASUREMENT
1 - DIAL INDICATOR
stud. GEAR CONTACT PATTERN
(25) Remove differential case and dummy bearings The ring gear and pinion teeth contact patterns
from the housing. will show if the pinion depth is correct in the hous-
(26) Install side bearing shims on differential case ing. It will also show if the ring gear backlash has
hubs. been adjusted correctly. The backlash can be adjusted
(27) Install new side bearing cones and cups on within specifications to achieve desired tooth contact
differential case. patterns.
(28) Install spreader W-129-B on the housing and The TOP LAND of the gear tooth is the top surface
spread axle opening enough to receive differential of the tooth. The PROFILE of the gear tooth is the
case. depth of the tooth. The TOE of the gear is the por-
(29) Install differential case in the housing. tion of the tooth surface at the end towards the cen-
(1) Apply a thin coat of hydrated ferric oxide or
equivalent to the drive and coast side of the ring gear
teeth.
(2) Wrap, twist, and hold a shop towel around the
pinion yoke to increase the turning resistance of the
pinion. This will provide a more distinct contact pat-
tern.
(3) Using a boxed end wrench on a ring gear bolt,
Rotate the differential case one complete revolution
in both directions while a load is being applied from
shop towel.
The areas on the ring gear teeth with the greatest
degree of contact against the pinion teeth will squee-
gee the compound to the areas with the least amount
of contact. Note and compare patterns on the ring
gear teeth to Gear Tooth Contact Patterns chart (Fig.
23) and (Fig. 24) and adjust pinion depth and gear
backlash as necessary.
DIFFERENTIAL BEARING PRELOAD CHECK

The final check on the differential assembly before
installing the axles is torque to rotate pinion and dif-
Fig. 21 BACKLASH SHIM ADJUSTMENT ferential combined. This will verify the correct differ-
at the outer-end. The ROOT of the gear tooth is the ential bearing preload.
lowest portion of the tooth (Fig. 22). Torque to rotate the differential and pinion should
NOTE: If the PROFILE across the tooth is the same (7-11 in. lbs.).
it is a 3 Axis cut gear. If the PROFILE across the
tooth is tapered it is a 2 Axis cut gear.

1 - TOP LAND
2 - PROFILE
3 - TOE
4 - HEEL
5 - ROOT

SPECI FI CAT I ON S
REAR AXLE
Axle Ratio 3.07, 3.73, 4.10
Pinion Bearing Preload - Original Bearings 1-2 Nm (10-20 in. lbs.)
Pinion Bearing Preload - New Bearings 2-4.5 Nm (20-40 in. lbs.)

Fill Hole Plug 34 25 -
Pinion Nut 217-271 160-200 -
SPECIAL TOOLS
ADAPTERS C-293-39
PULLER C-293-PA
ADAPTERS C-293-18
DIAL INDICATOR C-3339

REMOVER D-147
HANDLE C-4171
REMOVER D-148
TRAC-LOK TOOLS C-4487
INSTALLER D-156
PULLER C-452

INSTALLER D-144
INSTALLER D-145 PLUG SP-3289

SPREADER W-129-B
JAWS 6447
INSTALLER W-162-D
INSTALLER W-262
PULLER 6790
SPLITTER 1130
SPANNER WRENCH 6958
PULLER 6444
FIXTURE 6963
ADAPTER KIT 6987B
Fig. 25 AXLE SHAFT BOLTS

1 - ACCESS HOLE
2 - AXLE FLANGE
SLIDE HAMMER 7420 INSTALLATION

WARNING: NEVER REUSE AXLE RETAINING BOLTS
AND NUTS. USED TORQUE NUT CAN LOOSEN.
FAILURE TO FOLLOW THESE INSTRUCTIONS MAY
RESULT IN PERSONAL INJURY.
(1) Install axle into axle tube with the flat area of
the retainer plate upward (Fig. 26).
INSTALLER 7913-A
CUP 8109
AX LE SH AFT S
REMOVAL
(1) With vehicle in neutral, position vehicle on Fig. 26 AXLE SHAFT
hoist. 1 - RETAINER RING
(2) Remove brake caliper and rotor. 2 - AXLE BEARING
3 - AXLE SEAL
(3) Remove axle retainer plate nuts through access
hole in axle flange (Fig. 25).
(2) Install new axle retaining bolts.
(4) Pull axle shaft from the axle. If axle will not
(3) Install new retaining nuts and tighten to 61
come out use Slide Hammer 7420 and Adapter 6790.
Nm (45 ft. lbs.).
(4) Install brake rotor and caliper.
AX LE BEARI N GS
REMOVAL
(1) Remove axle shaft from vehicle.
NOTE: It is normal that the axle bearing race is

loose in the axle tube.
(2) Drill a shallow hole into soft steel axle bearing

retaining ring with a 3/8 in. drill bit (Fig. 27). Use a
drill depth stop to avoid marking the axle.
Fig. 28 CUT RETAINING RING

1 - COLD CHISEL
2 - VISE
3 - RETAINING RING
4 - AXLE
Fig. 29 AXLE BEARING AND SEAL

1 - AXLE
Fig. 27 DRILL RETAINING RING 2 - UNIT BEARING
1 - 3/8 in. DIA. DRILL BIT 3 - PRESS PLATES
2 - AXLE 4 - BLOCKS
3 - RETAINING PLATE 5 - SPLITTER
4 - SOFT METAL RETAINING RING
(6) Remove seal from axle.
(3) With a cold chisel cut the retaining ring across (7) Remove retaining plate from axle shaft.
drilled hole. (Fig. 28)
(4) Slide retaining ring from axle shaft.
(5) Remove axle bearing from the shaft with, a
press and Splitter 1130 placed between the seal and
bearing (Fig. 29).
AX LE BEARI N GS (Cont inue d)
INSTALLATION
(1) Verify axle shaft retaining plate is flat with a
straight edge.
NOTE: Replace the retaining plate if warped.
(2) Install retaining plate on axle (Fig. 30).

(3) Apply a coat of multi-purpose grease on sealing
surface of axle seal.
(4) Install seal on axle with cavity away from
retaining plate (Fig. 30).
Fig. 31 PRESS BEARING ON AXLE

1 - PRESS RAM
2 - INSTALLER
3 - UNIT BEARING
4 - SEAL
5 - RETAINING PLATE
Fig. 30 AXLE BEARING AND SEAL COMPONENTS 6 - AXLE
1 - RETAINING RING
2 - SEAL
3 - AXLE
4 - RETAINING PLATE
5 - BEARING
(5) Lubricate bearing with Mopar Wheel Bearing

Grease, or equivalent. Wipe excess grease from out-
side of bearing.
(6) Install bearing on the axle shaft with Installer
7913 and a press (Fig. 31).
NOTE: Install bearing with groove on the outer sur-

face toward the seal.
(7) Press soft metal retaining ring onto axle shaft

with Installer 7913 and a press (Fig. 32).
(8) Install axle in vehicle.
PI N I ON SEAL
REMOVAL
hoist. Fig. 32 PRESS RETAINING RING ON AXLE
(2) Remove brake drums/calipers. 1 - PRESS RAM
(3) Remove propeller shaft. 2 - UNIT BEARING
(4) Rotate pinion gear three or four times and ver- 3 - INSTALLER
4 - METAL RETAINING RING
ify that pinion rotates smoothly. 5 - AXLE
(5) Using Spanner Wrench 6958 to hold the pinion
yoke, remove the pinion nut and washer.

1 - FLANGE WRENCH
2 - PINION YOKE 1 - INSTALLER
3 - REMOVER 2 - PINION YOKE
3 - SPANNER WRENCH
(7) Remove pinion shaft seal with a pry tool or
(4) Hold pinion yoke with Spanner Wrench 6958
(Fig. 36) and tighten pinion nut to 217 to 271Nm
(160 to 200 ft. lbs.).
INSTALLATION
lip of pinion seal. Install seal with Installer 8681
(Fig. 34).

1 - HANDLE
2 - INSTALLER
(2) Install yoke on pinion gear with Installer

W-162D, Cup 8109 and Spanner Wrench 6958 (Fig. Fig. 36 YOKE SPANNER WRENCH
35). 1 - PINION YOKE
(3) Install pinion washer and a new nut on the 2 - SPANNER WRENCH
pinion gear and tighten the nut until there is zero 3 - PIPE
bearing end-play.
(6) Install brake drums/calipers.
REMOVAL
hoist.
(3) If equipped with Tru-Lok, disconnect indicator
switch harness and remove connector from differen-
tial cover (Fig. 37).

1 - SEALANT SURFACE
2 - SEALANT
1 - CONNECTOR

INSTALLATION
cover (Fig. 38).

damage.
(2) Install cover, identification tag and indicator Fig. 39 INDICATOR SWITCH CONNECTOR
switch connector if equipped with Tru-Lok (Fig. 39). 1 - CONNECTOR
Tighten cover bolts in a criss-cross pattern to 41 Nm 2 - DIFFERENTIAL COVER
(30 ft. lbs.).
(3) Connect indicator switch harness if equipped
with Tru-Lok.
lbs.).
DI FFEREN T I AL
REMOVAL
(1) Remove differential housing cover and drain
fluid.
(3) Note the reference letters stamped on the bear-
ing caps and housing machined sealing surface (Fig.
40).

2 - DOWEL
4 - SPREADER
Fig. 40 BEARING CAP REFERENCE 5 - TURNBUCKLE
(4) Loosen the differential bearing cap bolts.

6987B on differential locating holes (Fig. 41). Install
tight.
opposite side of the housing (Fig. 42) and zero the
indicator.
Fig. 42 DIAL INDICATOR LOCATION

1 - CLAMP
2 - DIAL INDICATOR
3 - LEVER ADAPTER
4 - SPREADER
5 - PILOT STUD
CAUTION: Never spread the housing over 0.38 mm

damage.
Fig. 44 DIFFERENTIAL CASE REMOVAL

3 - BEARING CUPS

1 - DIAL INDICATOR
2 - SPREADER

(9) Hold differential case in position and remove
differential bearing caps.
(10) Remove differential from housing and tag dif-
ferential bearing cups to indicate location (Fig. 44).
(12) Clean housing cavity with flushing oil, light
engine oil or lint free cloth.

line for cleaning.
Fig. 45 DIFFERENTIAL GEARS
1 - THRUST WASHER
DISASSEMBLY 2 - SIDE GEAR
(1) Remove pinion shaft lock roll pin with a ham- 3 - DIFFERENTIAL PINION
mer and punch.
(2) Remove pinion shaft. (2) Install differential pinion gears and thrust
(3) Rotate differential side gears and remove dif- washers.
ferential pinions and thrust washers (Fig. 45). (3) Install pinion mate shaft.
(4) Remove differential side gears and thrust (4) Align hole in the pinion mate shaft with the
washers. hole in the differential case and install pinion mate
shaft roll pin. Stake (peen) metal of case over pin in
ASSEMBLY two places 180 degrees apart.
hypoid gear lubricant.
ers.
INSTALLATION

and tighten turnbuckle finger-tight.
Fig. 47 BEARING CAP REFERENCE


lbs.).
(11) Install cover and identification tag.
DI FFEREN T I AL -T RAC-LOK
DESCRIPTION
The Trac-Lokt differential has a one-piece differen-
tial case, and similar internal components as a stan-
dard differential, plus two clutch disc packs.
Differential bearing preload and ring gear backlash
are adjusted with shims located between the differ-
Fig. 46 SPREADER LOCATION ential case bearing cups and housing. Pinion bearing
1 - DIFFERENTIAL HOUSING preload is set and maintained by the use of a collaps-
2 - DOWEL ible spacer.
4 - SPREADER
5 - TURNBUCKLE OPERATION
This differentials clutches are engaged by two con-
(2) Install Pilot Stud C-3288-B at the left side of current forces. The first being the preload force
the differential housing. Attach Dial Indicator C-3339 exerted through Belleville spring washers within the
to pilot stud. Load indicator plunger against the clutch packs. The second is the separating forces gen-
opposite side of the housing and zero the indicator. erated by the side gears as torque is applied through
(3) Spread housing while measuring the distance the ring gear (Fig. 48).
with the dial indicator. This design provides the differential action needed
for turning corners and for driving straight ahead
during periods of unequal traction. When one wheel
looses traction, the clutch packs transfer additional
(4) Remove dial indicator. torque to the wheel having the most traction. This
(5) Install differential case in the housing. Tap dif- differential resist wheel spin on bumpy roads and
ferential case to seat bearings cups in the housing. provide more pulling power when one wheel looses
(6) Install bearing caps in their original locations traction. Pulling power is provided continuously until
(Fig. 47). both wheels loose traction. If both wheels slip due to
(7) Loosely install differential bearing cap bolts. unequal traction, Trac-lokt operation is normal. In
(8) Remove axle housing spreader. extreme cases of differences of traction, the wheel
with the least traction may spin.
DI FFEREN T I AL -T RAC-LOK (Cont inue d)
(2) Raise one rear wheel until it is completely off
the ground.
(3) Engine off, transmission in neutral, and park-
ing brake off.
(4) Remove wheel and bolt Special Tool 6790 or
equivalent tool to studs.
(5) Use torque wrench on special tool to rotate
wheel and read rotating torque (Fig. 49).
Fig. 49 ROTATING TORQUE TEST

1 - SPECIAL TOOL WITH BOLT IN CENTER HOLE
2 - TORQUE WRENCH
Fig. 48 TRAC-LOK LIMITED SLIP DIFFERENTIAL (6) If rotating torque is less than 41 Nm (56 ft.
1 - CASE lbs.) or more than 271 Nm (200 ft. lbs.) on either
2 - RING GEAR wheel the unit should be serviced.
3 - DRIVE PINION
4 - PINION GEAR
5 - MATE SHAFT DISASSEMBLY
6 - CLUTCH PACK (1) Clamp side gear Fixture 6965 in a vise and set
7 - SIDE GEAR
8 - CLUTCH PACK differential case on the fixture (Fig. 50).
DIAGNOSIS AND TESTING NOTE: The Trac-lokT differential can be serviced

The most common problem is a chatter noise when with the ring gear installed unless the gear hangs
turning corners. Before removing the unit for repair, over the pinion shaft, then it must be removed.
drain, flush and refill the axle with the specified
(2) Remove pinion gear mate shaft roll pin with a
lubricant. A container of Mopar Trac-lokt Lubricant
hammer and punch.
(friction modifier) should be added after repair ser-
(3) Remove pinion gear mate shaft with a drift and
vice or during a lubricant change.
hammer.
After changing the lubricant, drive the vehicle and
(4) Lubricate and install disc without threaded
make 10 to 12 slow, figure-eight turns. This maneu-
hole from Trac-lokt Tool C-4487 into lower side gear
ver will pump lubricant through the clutches. This
(Fig. 51).
will correct the condition in most instances. If the
(5) Lubricate and install disc with threaded hole
chatter persists, clutch damage could have occurred.
from Trac-lokt Tool C-4487 into upper side gear.
Thread forcing screw from tool into threaded disc
DIFFERENTIAL TEST until it becomes centered in lower disc.
The differential can be tested without removing the
(6) Position a small screw driver in slot of the
differential case by measuring rotating torque. Make
threaded disc (Fig. 52) to prevent adapter from turn-
sure brakes are not dragging during this measure-
ing.
ment.
(1) Place blocks in front and rear of both front
maximum to compress Belleville springs in clutch
wheels.
packs (Fig. 53).
Fig. 50 DIFFERENTIAL CASE FIXTURE

1 - HOLDING FIXTURE
2 - VISE
3 - DIFFERENTIAL
Fig. 52 TRAC-LOK TOOLS ASSEMBLY
1 - SOCKET
2 - SLOT IN DISC
3 - SCREWDRIVER
4 - STEP PLATE
5 - THREADED ROD
6 - DISC
Fig. 53 COMPRESS BELLEVILLE SPRING

1 - TORQUE WRENCH
2 - FORCING SCREW
Fig. 51 TRAC-LOK DISC
1 - LOWER SIDE GEAR
3 - DISC
(8) With a feeler gauge remove thrust washers (13) Remove Forcing Screw, Step Plate and
from behind the pinion gears (Fig. 54). Threaded Adapter.
(14) Remove top side gear, clutch pack retainer
and clutch pack. Keep plates in order during removal
(Fig. 56).
Fig. 54 PINION GEAR THRUST WASHER

1 - THRUST WASHER
2 - FEELER GAUGE
Fig. 56 SIDE GEARS AND CLUTCH DISCS
(9) Insert turning bar from tool into the pinion 1 - DIFFERENTIAL CASE
2 - RETAINER
mate shaft hole in the case (Fig. 55). 3 - SIDE GEAR AND CLUTCH DISC PACK
(15) Remove differential case from the Holding

Fixture. Remove side gear, clutch pack retainer and
clutch pack. Keep plates in order during removal.
ASSEMBLY
NOTE: New Plates and discs with fiber coating (no
grooves or lines) must be presoaked in Friction
Modifier before assembly. Soak plates and discs for
a minimum of 20 minutes.
(1) Lubricate components with gear lubricant.

(2) Assemble clutch discs into packs and secure
disc packs with retaining clips (Fig. 57).
NOTE: Dished plate is position with the convex side

Fig. 55 PINION GEARS against the side gear.
1 - PINION GEARS
2 - TURNING BAR
(3) Position assembled clutch disc packs on the
side gear hubs.
(10) Loosen forcing screw in small increments
(4) Install clutch pack and side gear in the ring
until clutch pack tension is relieved and the differen-
gear side of the differential case, with retaining clips
tial case can be turned using turning bar.
seated in the case pockets (Fig. 58).
(11) Rotate differential case until the pinion gears
(5) Position the differential case on the Holding
can be removed.
Fixture 6965.
(12) Remove pinion gears from differential case.
Fig. 57 CLUTCH PACK

1 - DISCS
2 - DISHED PLATE
3 - RETAINER
4 - SIDE GEAR
5 - RETAINER
6 - PLATES
Fig. 59 CLUTCH PACK AND UPPER SIDE GEAR

1 - SIDE GEAR AND CLUTCH PACK
3 - DISC
(8) Hold assembly in position and install threaded

disc from Trac-Lokt Tool C-4487 into top side gear.
(9) Install forcing screw and tighten screw to
slightly compress clutch disc.
(10) Place pinion gears in position in side gears
and verify that the pinion mate shaft hole is aligned.
(11) Rotate case with turning bar C-4487-2 until
pinion mate shaft holes in pinion gears align with
holes in case. It may be necessary to slightly tighten
the forcing screw in order to install the pinion gears.
maximum to compress the Belleville springs.
(13) Lubricate and install thrust washers behind
pinion gears and align washers with a small screw
driver. Insert mate shaft into each pinion gear to ver-
ify alignment.
(14) Remove Forcing Screw, Step Plate and
Threaded Adapter.
Fig. 58 CLUTCH PACK AND LOWER SIDE GEAR (15) Install pinion gear mate shaft and align holes
in shaft and case.
2 - SIDE GEAR AND CLUTCH PACK (16) Install pinion mate shaft roll pin. Stake (peen)
case over pin in two places 180 degrees apart.
(6) Lubricated and install disc without threaded (17) Lubricate all differential components with
hole from Trac-Lokt Tool C-4487 into lower side gear. hypoid gear lubricant.
(7) Install upper side gear and clutch disc pack
with retaining clips seated in the case pockets (Fig.
59).
DI FFEREN T I AL - T RU -LOK LOCKED

DESCRIPTION vent the vehicle from rolling.
The differential is a locking differential, that pro- (2) Place transfer case in 4WD Low and automan-
vides a positive mechanical connection between the tic transmission in Park (1st gear if manual trans-
right and left axle when engauged. The differential mission).
uses a dog clutch to connection the right and left (3) Raise both wheels of the axle to be tested off
axle. the ground.
OPERATION switch to the ON position.
The Tru-lok differential is activated by the axle (5) Try to rotate one tire by hand. You should not
lock switch located on the dash panel. When the be able to rotate the tire.
switch is activated, an air pump with a built-in pres-
NOTE: If wheel does rotated verify locker pump
sure regulator sends 5 PSI of air pressure to a accua-
operation. If the pump is fuctional the differential
tor diaphragm in the differential housing. The
diaphragm then engages a dog clutch and a position
switch. The dog clutch has one gear attached to the
differential case and another gear attached to a dif- TRU-LOK INDICATOR SWITCH
ferential side gear. When the dog clutch is engaged (1) Turn ignition switch off.
the right and left wheels turn at the same speed. The (2) Disconnect indicator switch harness (Fig. 60)
position switch lights a lamp on the dash to indicate from the differential housing.
the system has been engaged. The differential works
as standard differential when not engaged.
NOTE: The differential is serviced as an assembly,

the diaphragm and indicator switch are serviced
separately. The differential case must be removed
to service the diaphragm actuator and indicator
switch.

UNLOCKED
mission). Fig. 60 INDICATOR SWITCH CONNECTOR
(3) Raise both wheels of the axle to be tested off 1 - CONNECTOR
the ground. 2 - DIFFERENTIAL COVER
switch to the OFF position. (3) Measure electrical continuity across the switch
(5) Rotate one tire by hand. The other tire should terminals. Circuit should be closed (zero resistance).
spin in the opposite direction.
NOTE: If circuit is not closed replace indicator
NOTE: If wheel cannot be rotated the differential switch.
TRU-LOK PUMPS
(1) Connect a pressure gauge to the rear pump.
(2) Place transfer case in 4WD Low and automatic
transmission in Park (1st gear if manual transmis-
sion).
(3) Turn ignition to the ON position and push the
dash switch to activate the rear pump.
NOTE: If pump is not running, verify pump has (Fig.

61) 12 volts and ground.

1 - CONNECTOR
Fig. 61 PUMP CONNECTORS

3 - AXLE HARNESS
(4) With the pump running the pressure gauge

should show 5 psi..
NOTE: If pump does not produce 5 psi. replace the

pump.
Fig. 63 PRESSURE HOSE
1 - PRESSURE HOSE
REMOVAL 2 - BEARING CAP
(1) Remove drain plug from the differential hous- 3 - PRESSURE HOSE CLAMP
ing.
(3) Remove differential housing cover.
(5) Remove pressure hose from actuator assembly
(Fig. 63).
(6) Note the reference letters stamped on the bearing (9) Install a Pilot Stud C-3288-B at the left side of
caps and housing machined sealing surface (Fig. 64). the differential housing. Attach Dial Indicator C-3339
to pilot stud (Fig. 66). Load indicator plunger against
the opposite side of the housing and zero the indica-
tor.
Fig. 64 LOCATION MARKS

1 - REFERENCE MARKS
2 - REFERENCE MARKS
(7) Loosen differential bearing cap bolts. Fig. 66 DIAL INDICATOR LOCATION
(8) Position Spreader W-129-B with Adapter Kit 1 - DIAL INDICATOR
6987B on differential locating holes (Fig. 65). Install 2 - PILOT STUD
tight. CAUTION: Never spread the housing over 0.38 mm
damage.

(12) Remove differential bearing cap bolts and ring
gear side bearing cap.
(13) Remove differential from housing with pinion
gear side bearing cap (Fig. 68) and tag differential
bearing cups and preload shims to indicate location.
CAUTION: Do not bend actuator mounting tabs,

during differential removal. Failure to heed caution

(15) Remove indicator switch (Fig. 69) from differ-
ential housing.
(16) Clean the housing cavity with flushing oil,

line for cleaning.

DISASSEMBLY
1 - DIFFERENTIAL CASE (1) Install Plug C-293-3 into the differential axle
2 - ADAPTER
3 - HOLD DOWN shaft hole.
4 - SPREADER
5 - TURNBUCKLE
Fig. 69 INDICATOR SWITCH

2 - SWITCH
Fig. 67 SPREAD DIFFERENTIAL CASE

1 - DIAL INDICATOR
2 - SPREADER
Fig. 68 DIFFERENTIAL Fig. 70 PULLER AND FLANGE

1 - DIFFERENTIAL 1 - PULLER
2 - BEARING CAP 2 - ROD
3 - PLUG
(2) Remove differential case bearings with Puller 4 - FLANGE
6444, Puller Rods 6444-3 and Puller Flange 6444-1.
Position puller (Fig. 70) on the differential.
(3) Position Puller Jaws 6444-7 (Fig. 71) around
the case bearing and puller flange.
Fig. 72 PULLER AND COLLAR

1 - PULLER
2 - ROD
Fig. 71 PULLER AND JAWS 3 - PLUG
1 - PULLER 4 - COLLAR
2 - ROD
3 - PLUG
4 - JAW
(4) Position Puller Collar 6444-8 (Fig. 72) around

the puller jaws.
(5) Tighten the puller nut and remove differential
case bearing.
(6) Remove locking actuator (Fig. 73).
Fig. 73 ACTUATOR
1 - ACTUATOR
2 - PRESSURE PLATE
ASSEMBLY
(1) Verify pressure plate tabs are seated (Fig. 74)
in the dog clutch slots.
Fig. 75 ACTUATOR AND CASE BEARING

1 - CASE BEARING
2 - ACTUATOR
Fig. 74 PRESSURE PLATE

1 - PLATE
2 - PLATE TABS
(2) Place actuator on the pressure plate and case

bearing on the case (Fig. 75).
(3) Install differential case bearings with Installer
D-156 and Handle C-4171.
INSTALLATION
(1) Install indicator switch into the housing.

and tighten the tool turnbuckle finger-tight.
opposite side of the housing and zero indicator.
(4) Spread housing while measuring the distance Fig. 76 SPREADER LOCATION
with the dial indicator. 1 - DIFFERENTIAL CASE
2 - ADAPTER
3 - HOLD DOWN
CAUTION: Never spread over 0.38 mm (0.015 in). 4 - SPREADER
Failure to heed caution may result in damage. 5 - TURNBUCKLE
(6) Install differential case with pinion gear side
bearing cap and differential preload shims in the
housing. Tap differential case to seat bearings cups
in the housing.
CAUTION: Ensure indicator switch plunger head is

positioned under the actuator. Failure to heed cau-
tion may result in damage.
(7) Install ring gear side bearing cap with refer-

ence marks aligned (Fig. 77).

1 - CONNECTOR
PU M P
REMOVAL
(1) Disconnect pumps and axle harness connectors
(Fig. 79).

1 - REFERENCE MARKS
2 - REFERENCE MARKS
(8) Loosely install differential bearing cap bolts.

lbs.).
(11) With a 1/4 inch drill bit check the clearance
between the actuator and actuator pressure plate at
the top and the bottom.
CAUTION: If clearance is not correct, indicator

switch plunger may be on top of the actuator or
actuator mounting tabs may be bent. Failure to
(12) Install pressure hose on the actuator assem- 1 - REAR PUMP CONNECTOR
bly. 2 - FRONT PUMP CONNECTOR
3 - AXLE HARNESS
(14) Install differential cover, identification tag
and indicator switch connector (Fig. 78).
(2) Remove pressure hoses from the front and rear INSTALLATION
pumps. (1) Align pump with screw holes in pump bracket.
(3) Remove pump mounting bracket bolts (Fig. 80). (2) Install and tighten pump mounting screws
(Fig. 82).

1 - PUMP BRACKET Fig. 82 PUMP SCREWS
(4) Remove pumps and bracket assembly from the
vehicle. (3) Install pump bracket assembly on the cross-
(5) Remove pump connectors from the mounting member/skid plate and install pump bracket mount-
bracket. ing bolts (Fig. 83).
(6) Remove pump mounting screws (Fig. 81) from
the bracket and remove pump/pumps.

1 - PUMP BRACKET
Fig. 81 PUMP SCREWS 2 - CROSSMEMBER/SKID PLATE
(4) Tighten pump bracket bolts to 14 Nm (125 in.
lbs.).
(5) Connector pump and axle harness connectors
(Fig. 84).

3 - AXLE HARNESS
(6) Install pressure hoses on the pumps. Fig. 85 DIFFERENTIAL CASE BEARING
(7) Verify pump operation. 1 - ADAPTERS
2 - BEARING
3 - DIFFERENTIAL
4 - PLUG
DI FFEREN T I AL CASE 5 - PULLER
BEARI N GS
REMOVAL
(1) Remove differential case from axle housing.
(2) Remove bearings from the differential case
with Puller/Press C-293-PA, Adapters C-293-18 and
Plug SP-3289 (Fig. 85).
INSTALLATION
NOTE: If replacement differential side bearings or
differential case are being installed, differential side
bearing shim requirements may change. Refer to
Adjustments for (Differential Bearing Preload and
Gear Backlash) procedures.
(1) Install differential side bearings with Installer

(2) Install differential into the housing.
Fig. 86 DIFFERENTIAL SIDE BEARING

1 - INSTALLER
2 - HANDLE
PI N I ON GEAR/RI N G GEAR/
T ON E RI N G
REMOVAL
NOTE: The ring gear and pinion are serviced as a
ing the other matched gear.

hoist.
(2) Remove differential assembly from axle hous-
ing.
(3) Place differential case in a vise with soft metal
jaw.
(4) Remove bolts holding ring gear to differential
case.
(5) Driver ring gear off the differential case with a

1 - PINION YOKE
2 - SPANNER WRENCH
3 - PIPE
Fig. 87 RING GEAR

1 - CASE
2 - RING GEAR
(6) Using Spanner Wrench 6958 to hold yoke,

remove the pinion nut and washer (Fig. 88).
(7) Remove pinion yoke from pinion shaft with Fig. 89 PINION YOKE REMOVER
Remover C-452 and Flange Wrench C-3281 (Fig. 89). 1 - REMOVER
2 - PINION YOKE
3 - FLANGE WRENCH
PI N I ON GEAR/RI N G GEAR/T ON E RI N G (Cont inue d)
(8) Remove pinion gear from the housing (Fig. 90). (10) Remove rear pinion bearing cup from axle
housing with remover D-148 and Handle C-4171 (Fig.
92).
Fig. 90 PINION GEAR

Fig. 92 REAR BEARING CUP
1 - DRIVER
2 - HANDLE
(9) Remove front pinion bearing cup, bearing and
pinion seal with Remover D-147 and Handle C-4171 (11) Remove rear pinion bearing from the pinion
(Fig. 91). with Puller/Press C-293-PA and Adapters C-293-39
(Fig. 93).
Fig. 91 FRONT BEARING CUP Fig. 93 REAR PINION BEARING

1 - REMOVER 1 - PULLER
2 - HANDLE 2 - VISE
3 - ADAPTERS
4 - PINION GEAR SHAFT
(12) Remove and record pinion depth shims from
the pinion gear shaft.
INSTALLATION
NOTE: Pinion depth shims are placed between the
rear pinion bearing and pinion gear head to achieve
proper ring and pinion gear mesh. If the ring and
pinion gears are reused, the original pinion depth
shim can be used. Refer to Adjustments (Pinion
Gear Depth) to select the proper shim thickness.
(1) Install pinion depth shim in rear pinion bear-

ing cup bore.
(2) Apply Mopar Door Ease or equivalent lubricant
to the outside surface of pinion bearing cups. Install
rear bearing cup with Installer D-145 and Handle
C-4171 (Fig. 94) and verify cup is seated. Fig. 95 FRONT BEARING CUP
1 - INSTALLER
2 - HANDLE

lip of pinion seal. Install seal with Installer 8681
(Fig. 96).

1 - HANDLE
2 - INSTALLER
Fig. 94 REAR BEARING CUP

1 - INSTALLER
2 - HANDLE
(3) Install front bearing cup with Installer D-144

and Handle C-4171 (Fig. 95) and verify cup is seated.
(4) Install front pinion bearing and oil slinger, if
equipped.
(6) Install pinion depth shim on the pinion shaft.
Install rear pinion bearing on the pinion gear with
Installer W-262 and a press (Fig. 97).

1 - INSTALLER
2 - PINION YOKE
3 - SPANNER WRENCH
1 - INSTALLER
2 - SHIM
3 - DRIVE PINION GEAR
5 - PRESS
(7) Install pinion gear into the housing.

(8) Install yoke with Installer W-162-B, Cup 8109
and Spanner Wrench 6958 (Fig. 98).
(9) Install pinion washer and a new nut hold pin-
ion yoke Spanner Wrench 6958 (Fig. 99) and tighten
nut to 217-271 Nm (160-200 ft. lbs.).

1 - PINION YOKE
2 - SPANNER WRENCH
3 - PIPE
(10) Check bearing preload torque with an inch (13) Invert differential case and start two ring
pound torque wrench (Fig. 100). The torque neces- gear bolts. This will provide case-to-ring gear bolt
sary to rotate the pinion gear should be: hole alignment.
CAUTION: Never reuse ring gear bolts, the bolts

can fracture causing extensive damage. Failure to
(14) Invert differential case in the vise.

(15) Install new ring gear bolts and alternately
tighten to 108 Nm (100 ft. lbs.) (Fig. 101).

1 - TORQUE WRENCH
2 - PINION YOKE
Original Bearings: 1 to 2.26 Nm (10 to 20 in.

lbs.).
New Bearings: 2.26 to 4.52 Nm (20 to 40 in.
lbs.).
(11) If rotating torque is above the desired Fig. 101 RING GEAR
amount, remove the pinion yoke and increase the 1 - TORQUE WRENCH
preload shim pack thickness. Increasing the shim 2 - RING GEAR BOLT
3 - RING GEAR
pack thickness 0.025 mm (0.001 in.) will decrease the 4 - CASE
rotating torque approximately 0.9 Nm (8 in. lbs.).
(12) If the maximum tightening torque is reached (16) Install differential in axle housing and verify
prior to achieving the desired rotating torque, remove gear mesh and contact pattern. Refer to Adjustment
the pinion yoke and decrease the thickness of the (Gear Contact Pattern).
preload shim pack. Decreasing the shim pack thick-
ness 0.025 mm (0.001 in.) will increase the rotating
torque approximately 0.9 Nm (8 in. lbs.).
TJ BRAKES 5-1
BRAKES
page page
BRAKES - BASE . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 BRAKES - ABS . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
BRAK ES - BASE
TABLE OF CONTENTS
page page
BRAKES - BASE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

DESCRIPTION INSTALLATION
DESCRIPTION - BRAKE SYSTEM . . . . . . . . . . 2 INSTALLATION - FRONT . . . . . . . . . . . . . . . . 15
DESCRIPTION - SERVICE WARNINGS & INSTALLATION - REAR . . . . . . . . . . . . . . . . . 16
CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 BRAKE PADS/SHOES
DIAGNOSIS AND TESTING - BASE BRAKE REMOVAL
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 REMOVAL - FRONT PADS . . . . . . . . . . . . . . . 16
STANDARD PROCEDURE REMOVAL - DRUM BRAKE SHOES . . . . . . . . 17
STANDARD PROCEDURE - MANUAL REMOVAL - REAR DISC BRAKE PADS . . . . . 17
BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 INSTALLATION
STANDARD PROCEDURE - PRESSURE INSTALLATION - FRONT PADS . . . . . . . . . . . 17
BLEEDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 INSTALLATION - DRUM BRAKE SHOES . . . . 17
SPECIFICATIONS INSTALLATION - REAR DISC BRAKE PADS . 19
BRAKE COMPONENTS . . . . . . . . . . . . . . . . . . 6 DRUM
TORQUE CHART ......................7 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19
SPECIAL TOOLS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
BASE BRAKES . . . . . . . . . . . . . . . . . . . . . . . . 8 DIAGNOSIS AND TESTING - BRAKE DRUM
BRAKE LINES RUNOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 STANDARD PROCEDURE - BRAKE DRUM
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 MACHINING . . . . . . . . . . . . . . . . . . . . . . . . . . 19
DIAGNOSIS AND TESTING - BRAKE LINE CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
AND HOSES . . . . . . . . . . . . . . . . . . . . . . . . . . 8 INSPECTION ........................ . . 19
STANDARD PROCEDURE ADJUSTMENTS - REAR DRUM BRAKE . . . . . . 20
STANDARD PROCEDURE - BRAKE TUBE FLUID
FLARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DIAGNOSIS AND TESTING - BRAKE FLUID
STANDARD PROCEDURE - DOUBLE CONTAMINATION . . . . . . . . . . . . . . . . . . . . . 21
INVERTED FLARING . . . . . . . . . . . . . . . . . . . . 8 STANDARD PROCEDURE - BRAKE FLUID
STANDARD PROCEDURE - ISO FLARING . . . 9 LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
DISC BRAKE CALIPERS SPECIFICATIONS
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10 BRAKE FLUID . . . . . . . . . . . . . . . . . . . . . . . . 21
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 FLUID RESERVOIR
REMOVAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
REMOVAL - FRONT . . . . . . . . . . . . . . . . . . . . 10 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23
REMOVAL - REAR . . . . . . . . . . . . . . . . . . . . . 11 MASTER CYLINDER
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 12 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5-2 BRAKES - BASE TJ
DIAGNOSIS AND TESTING - MASTER REMOVAL - REAR . . . . . . . . . . . . . . . . . . . . . 30

CYLINDER/POWER BOOSTER . . . . . . . . . . . 23 INSTALLATION
STANDARD PROCEDURE - MASTER INSTALLATION - FRONT . . . . . . . . . . . . . . . . 31
CYLINDER BLEEDING . . . . . . . . . . . . . . . . . . 24 INSTALLATION - REAR . . . . . . . . . . . . . . . . . 31
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 WHEEL CYLINDERS
PEDAL DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 31
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 25 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 INSPECTION ......................... . 31
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
POWER BRAKE BOOSTER SUPPORT PLATE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 PARKING BRAKE
COMBINATION VALVE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 27 DIAGNOSIS AND TESTING - PARKING BRAKE . 33
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 SHOES
DIAGNOSIS AND TESTING - COMBINATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 34
VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 28 CLEANING - REAR DRUM IN HAT BRAKE . . . . 34
ROTORS INSPECTION - REAR DRUM IN HAT BRAKE . . 34
DIAGNOSIS AND TESTING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 35
DIAGNOSIS AND TESTING - DISC BRAKE ADJUSTMENTS
ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 ADJUSTMENT - REAR DRUM IN HAT PARK
DIAGNOSIS AND TESTING - BRAKE DRUM BRAKE (ROTOR REMOVED) . . . . . . . . . . . . . 35
IN HAT ROTOR . . . . . . . . . . . . . . . . . . . . . . . 29 ADJUSTMENT - WITH ADJUSTING TOOL . . . 37
STANDARD PROCEDURE CABLES
STANDARD PROCEDURE - DISC ROTOR REMOVAL
MACHINING . . . . . . . . . . . . . . . . . . . . . . . . . . 29 REMOVAL - DRUM BRAKES . . . . . . . . . . . . . 37
STANDARD PROCEDURE - BRAKE DRUM REMOVAL - DISC BRAKES . . . . . . . . . . . . . . 38
IN HAT ROTOR MACHINING . . . . . . . . . . . . . 30 INSTALLATION
REMOVAL INSTALLATION - DRUM BRAKES . . . . . . . . . 38
REMOVAL - FRONT . . . . . . . . . . . . . . . . . . . . 30 INSTALLATION - DISC BRAKES . . . . . . . . . . 38
BRAK ES - BASE A dual diaphragm vacuum power brake booster is

used for all applications. All models have an alumi-
num master cylinder with plastic reservoir.
DESCRI PT I ON All models are equipped with a combination valve.
The valve contains a pressure differential valve and
DESCRIPTION - BRAKE SYSTEM switch and a fixed rate rear proportioning valve.
Power assist front disc and rear drum brakes are Factory brake lining on all models consists of an
standard equipment. Disc brake components consist organic base material combined with metallic parti-
of single piston calipers and ventilated rotors. Rear cles. The original equipment linings do not contain
drum brakes are dual shoe units with cast brake asbestos.
drums.
The parking brake mechanism is lever and cable
operated. The cables are attached to levers on the
rear drum brake secondary shoes. The parking
brakes are operated by a hand lever.
TJ BRAKES - BASE 5-3
BRAK ES - BASE (Cont inue d)
DESCRIPTION - SERVICE WARNINGS & 661 or Dow 111 silicone grease on caliper slide pins
to ensure proper operation.
CAUTIONS
WARNING: DUST AND DIRT ACCUMULATING ON DIAGNOSIS AND TESTING - BASE BRAKE
BRAKE PARTS DURING NORMAL USE MAY CON- SYSTEM
TAIN ASBESTOS FIBERS FROM PRODUCTION OR Base brake components consist of the brake shoes,
AFTERMARKET LININGS. BREATHING EXCESSIVE calipers, wheel cylinders, brake drums, rotors, brake
CONCENTRATIONS OF ASBESTOS FIBERS CAN lines, master cylinder, booster, and parking brake
CAUSE SERIOUS BODILY HARM. EXERCISE CARE components.
WHEN SERVICING BRAKE PARTS. DO NOT CLEAN Brake diagnosis involves determining if the prob-
BRAKE PARTS WITH COMPRESSED AIR OR BY lem is related to a mechanical, hydraulic, or vacuum
DRY BRUSHING. USE A VACUUM CLEANER SPE- operated component.
CIFICALLY DESIGNED FOR THE REMOVAL OF The first diagnosis step is the preliminary check.
ASBESTOS FIBERS FROM BRAKE COMPONENTS.
IF A SUITABLE VACUUM CLEANER IS NOT AVAIL- PRELIMINARY BRAKE CHECK
ABLE, CLEANING SHOULD BE DONE WITH A (1) Check condition of tires and wheels. Damaged
WATER DAMPENED CLOTH. DO NOT SAND, OR wheels and worn, damaged, or underinflated tires
GRIND BRAKE LINING UNLESS EQUIPMENT USED can cause pull, shudder, vibration, and a condition
IS DESIGNED TO CONTAIN THE DUST RESIDUE. similar to grab.
DISPOSE OF ALL RESIDUE CONTAINING ASBES- (2) If complaint was based on noise when braking,
TOS FIBERS IN SEALED BAGS OR CONTAINERS check suspension components. Jounce front and rear
TO MINIMIZE EXPOSURE TO YOURSELF AND OTH- of vehicle and listen for noise that might be caused
ERS. FOLLOW PRACTICES PRESCRIBED BY THE by loose, worn or damaged suspension or steering
OCCUPATIONAL SAFETY AND HEALTH ADMINIS- components.
TRATION AND THE ENVIRONMENTAL PROTECTION (3) Inspect brake fluid level and condition. Note
AGENCY FOR THE HANDLING, PROCESSING, AND that the front disc brake reservoir fluid level will
DISPOSITION OF DUST OR DEBRIS THAT MAY decrease in proportion to normal lining wear. Also
CONTAIN ASBESTOS FIBERS. note that brake fluid tends to darken over time.
This is normal and should not be mistaken for
contamination.
CAUTION: Never use gasoline, kerosene, alcohol, (a) If fluid level is abnormally low, look for evi-
motor oil, transmission fluid, or any fluid containing dence of leaks at calipers, wheel cylinders, brake
mineral oil to clean the system components. These lines, and master cylinder.
fluids damage rubber cups and seals. Use only (b) If fluid appears contaminated, drain out a
fresh brake fluid or Mopar brake cleaner to clean or sample. System will have to be flushed if fluid is
flush brake system components. These are the only separated into layers, or contains a substance
cleaning materials recommended. If system contam- other than brake fluid. The system seals and cups
ination is suspected, check the fluid for dirt, discol- will also have to be replaced after flushing. Use
oration, or separation into distinct layers. Also clean brake fluid to flush the system.
check the reservoir cap seal for distortion. Drain (4) Check parking brake operation. Verify free
and flush the system with new brake fluid if con- movement and full release of cables and pedal. Also
tamination is suspected. note if vehicle was being operated with parking
brake partially applied.
CAUTION: Use Mopar brake fluid, or an equivalent (5) Check brake pedal operation. Verify that pedal
quality fluid meeting SAE/DOT standards J1703 and does not bind and has adequate free play. If pedal
DOT 3. Brake fluid must be clean and free of con- lacks free play, check pedal and power booster for
taminants. Use fresh fluid from sealed containers being loose or for bind condition. Do not road test
only to ensure proper antilock component opera- until condition is corrected.
tion. (6) If components checked appear OK, road test
the vehicle.
CAUTION: Use Mopar multi-mileage or high temper- ROAD TESTING

ature grease to lubricate caliper slide surfaces, (1) If complaint involved low brake pedal, pump
drum brake pivot pins, and shoe contact points on pedal and note if it comes back up to normal height.
the backing plates. Use multi-mileage grease or GE
(2) Check brake pedal response with transmission Drag is a product of incomplete brake shoe release.
in Neutral and engine running. Pedal should remain Drag can be minor or severe enough to overheat the
firm under constant foot pressure. linings, rotors and drums.
(3) During road test, make normal and firm brake Minor drag will usually cause slight surface char-
stops in 25-40 mph range. Note faulty brake opera- ring of the lining. It can also generate hard spots in
tion such as low pedal, hard pedal, fade, pedal pulsa- rotors and drums from the overheat-cool down pro-
tion, pull, grab, drag, noise, etc. cess. In most cases, the rotors, drums, wheels and
tires are quite warm to the touch after the vehicle is
PEDAL FALLS AWAY stopped.
A brake pedal that falls away under steady foot Severe drag can char the brake lining all the way
pressure is generally the result of a system leak. The through. It can also distort and score rotors and
leak point could be at a brake line, fitting, hose, or drums to the point of replacement. The wheels, tires
caliper/wheel cylinder. Internal leakage in the master and brake components will be extremely hot. In
cylinder caused by worn or damaged piston cups, severe cases, the lining may generate smoke as it
may also be the problem cause. chars from overheating.
If leakage is severe, fluid will be evident at or Possible causes for brake drag condition are:
around the leaking component. However, internal Seized or improperly adjusted parking brake
leakage in the master cylinder may not be physically cables.
evident. Loose/worn wheel bearing.
Seized caliper or wheel cylinder piston.
LOW PEDAL Caliper binding on corroded bushings or rusted
If a low pedal is experienced, pump the pedal sev- slide surfaces.
eral times. If the pedal comes back up, worn lining, Loose caliper mounting bracket.
rotors, or drums are the most likely causes. Drum brake shoes binding on worn/damaged
support plates.
SPONGY PEDAL Mis-assembled components.
A spongy pedal is most often caused by air in the If brake drag occurs at all wheels, the problem
system. However, thin brake drums or substandard may be related to a blocked master cylinder return
brake lines and hoses can also cause a spongy pedal. port, or faulty power booster (binds-does not release).
The proper course of action is to bleed the system, or
replace thin drums and suspect quality brake lines BRAKE FADE
and hoses. Brake fade is usually a product of overheating
caused by brake drag. However, brake overheating
HARD PEDAL OR HIGH PEDAL EFFORT and resulting fade can also be caused by riding the
A hard pedal or high pedal effort may be due to brake pedal, making repeated high deceleration stops
lining that is water soaked, contaminated, glazed, or in a short time span, or constant braking on steep
badly worn. The power booster or check valve could mountain roads. Refer to the Brake Drag information
also be faulty. in this section for causes.
PEDAL PULSATION BRAKE PULL

Pedal pulsation is caused by components that are Possible causes for front brake pull condition are:
loose, or beyond tolerance limits. Contaminated lining in one caliper.
The primary cause of pulsation are disc brake Seized caliper piston.
rotors with excessive lateral runout or thickness vari- Binding caliper.
ation, or out of round brake drums. Other causes are Loose caliper.
loose wheel bearings or calipers and worn, damaged Rusty adapter/caliper slide surfaces.
tires. Improper brake shoes.
Damaged rotor.
NOTE: Some pedal pulsation may be felt during A worn, damaged wheel bearing or suspension
ABS activation. component are further causes of pull. A damaged
front tire (bruised, ply separation) can also cause
BRAKE DRAG pull.
A common and frequently misdiagnosed pull condi-
Brake drag occurs when the lining is in constant
tion is where direction of pull changes after a few
contact with the rotor or drum. Drag can occur at one
stops. The cause is a combination of brake drag fol-
wheel, all wheels, fronts only, or rears only.
lowed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so calipers that bind on the slide surfaces can generate
reduced that fade occurs. Since the opposite brake a thump or clunk noise. In addition, worn out,
unit is still functioning normally, its braking effect is improperly adjusted, or improperly assembled rear
magnified. This causes pull to switch direction in brake shoes can also produce a thump noise.
favor of the normally functioning brake unit.
An additional point when diagnosing a change in BRAKE LINING CONTAMINATION
pull condition concerns brake cool down. Remember Brake lining contamination is mostly a product of
that pull will return to the original direction, if the leaking calipers or wheel cylinders, worn seals, driv-
dragging brake unit is allowed to cool down (and is ing through deep water puddles, or lining that has
not seriously damaged). become covered with grease and grit during repair.
Contaminated lining should be replaced to avoid fur-
REAR BRAKE GRAB OR PULL ther brake problems.
Rear grab or pull is usually caused by improperly
adjusted or seized parking brake cables, contami- WHEEL AND TIRE PROBLEMS
nated lining, bent or binding shoes and support Some conditions attributed to brake components
plates, or improperly assembled components. This is may actually be caused by a wheel or tire problem.
particularly true when only one rear wheel is A damaged wheel can cause shudder, vibration and
involved. However, when both rear wheels are pull. A worn or damaged tire can also cause pull.
affected, the master cylinder or proportioning valve Severely worn tires with very little tread left can
could be at fault. produce a grab-like condition as the tire loses and
recovers traction. Flat-spotted tires can cause vibra-
BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP tion and generate shudder during brake operation. A
WATER PUDDLES tire with internal damage such as a severe bruise,
This condition is generally caused by water soaked cut, or ply separation can cause pull and vibration.
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and STAN DARD PROCEDU RE
dirt contaminated, cleaning and/or replacement will
be necessary. STANDARD PROCEDURE - MANUAL BLEEDING
Use Mopar brake fluid, or an equivalent quality
BRAKE SQUEAK/SQUEAL fluid meeting SAE J1703-F and DOT 3 standards
Brake squeak or squeal may be due to linings that only. Use fresh, clean fluid from a sealed container at
are wet or contaminated with brake fluid, grease, or all times.
oil. Glazed linings and rotors with hard spots can (1) Remove reservoir filler caps and fill reservoir.
also contribute to squeak. Dirt and foreign material (2) If calipers, or wheel cylinders were overhauled,
embedded in the brake lining will also cause squeak/ open all caliper and wheel cylinder bleed screws.
squeal. Then close each bleed screw as fluid starts to drip
A very loud squeak or squeal is frequently a sign of from it. Top off master cylinder reservoir once more
severely worn brake lining. If the lining has worn before proceeding.
through to the brake shoes in spots, metal-to-metal (3) Attach one end of bleed hose to bleed screw
contact occurs. If the condition is allowed to continue, and insert opposite end in glass container partially
rotors and drums can become so scored that replace- filled with brake fluid (Fig. 1). Be sure end of bleed
ment is necessary. hose is immersed in fluid.
(4) Open up bleeder, then have a helper press
BRAKE CHATTER down the brake pedal. Once the pedal is down close
Brake chatter is usually caused by loose or worn the bleeder. Repeat bleeding until fluid stream is
components, or glazed/burnt lining. Rotors with hard clear and free of bubbles. Then move to the next
spots can also contribute to chatter. Additional causes wheel.
of chatter are out-of-tolerance rotors, brake lining not
securely attached to the shoes, loose wheel bearings STANDARD PROCEDURE - PRESSURE
and contaminated brake lining. BLEEDING
Use Mopar brake fluid, or an equivalent quality
THUMP/CLUNK NOISE
fluid meeting SAE J1703-F and DOT 3 standards
Thumping or clunk noises during braking are fre-
only. Use fresh, clean fluid from a sealed container at
quently not caused by brake components. In many
all times.
cases, such noises are caused by loose or damaged
steering, suspension, or engine components. However,
SPECI FI CAT I ON S
BRAKE COMPONENTS
SPECI FI CAT I ON S
Disc Brake Caliper Sliding
Type
Disc Brake Rotor Ventilated
Type
Front
Disc Brake Rotor Solid
Type
Rear
Disc Brake Rotor 279.4 x 23.876 mm (11 x
Diameter 0.94 in.)
Front
Disc Brake Rotor 285 x 12 mm (11 x 0.472
Fig. 1 Bleed Hose Setup Diameter in.)
1 - BLEED HOSE Rear
2 - FLUID CONTAINER PARTIALLY FILLED WITH FLUID Disc Brake Rotor Max. Runout
Ventilated 0.12 mm (0.005 in.)
Follow the manufacturers instructions carefully
Front
when using pressure equipment. Do not exceed the
tank manufacturers pressure recommendations. Gen- Disc Brake Rotor Max. Runout
erally, a tank pressure of 15-20 psi is sufficient for Solid 0.102 mm (0.004 in)
bleeding. Rear
Fill the bleeder tank with recommended fluid and Disc Brake Rotor Max. Thickness Variation
purge air from the tank lines before bleeding. Ventilated 0.013 mm (0.0005 in.)
Do not pressure bleed without a proper master cyl- Front
inder adapter. The wrong adapter can lead to leak- Disc Brake Rotor Max Thickness Variation
age, or drawing air back into the system. Use Solid 0.018 mm (0.0007 in)
adapter provided with the equipment or Adapter Rear
6921.
Disc Brake Rotor Min. Thickness
Ventilated 22.7 mm (0.8937 in.)
Front
Disc Brake Rotor Min. Thickness
Solid 11.00 mm (0.433 in.)
Rear
Brake Drum 228.6 x 63.5 mm (9 x 2.5
Diameter in.)
Brake Booster Tandem Diaphragm
Type
TORQUE CHART

Brake Pedal 28 21
Support Bolt
Brake Booster 39 29
Mounting Nuts
Master Cylinder 17 13
Mounting Nuts
Master Cylinder 19 14
Brake Lines
Combination Valve 20 15
Mounting Nuts
Combination Valve 19 14
Brake Lines
Caliper 15 11
Mounting Bolts
Front
Caliper 25 220
Mounting Bolts
Rear
Caliper 31 23
Brake Hose Banjo Bolt
Front
Caliper 31 23
Brake Hose Banjo Bolt
Rear
Wheel Cylinder 10 7
Mounting Bolts
Wheel Cylinder 16 12
Brake Line
Parking Brake 12 9
Lever Bolts
Parking Brake 12 9
Lever Bracket Bolts
Parking Brake 1.5 14
Cable Retainer Nut
SPECI AL T OOLS DIAGNOSIS AND TESTING - BRAKE LINE AND

HOSES
BASE BRAKES Flexible rubber hose is used at both front brakes
and at the rear axle junction block. Inspect the hoses
whenever the brake system is serviced, at every
engine oil change, or whenever the vehicle is in for
service.
Inspect the hoses for surface cracking, scuffing, or
worn spots. Replace any brake hose immediately if
the fabric casing of the hose is exposed due to cracks
or abrasions.
Installer Caliper Dust Boot C-4842 Also check brake hose installation. Faulty installa-
tion can result in kinked, twisted hoses, or contact
with the wheels and tires or other chassis compo-
nents. All of these conditions can lead to scuffing,
cracking and eventual failure.
The steel brake lines should be inspected periodi-
cally for evidence of corrosion, twists, kinks, leaks, or
other damage. Heavily corroded lines will eventually
rust through causing leaks. In any case, corroded or
damaged brake lines should be replaced.
Factory replacement brake lines and hoses are rec-
ommended to ensure quality, correct length and supe-
rior fatigue life. Care should be taken to make sure
that brake line and hose mating surfaces are clean
and free from nicks and burrs. Also remember that
Handle C-4171 right and left brake hoses are not interchangeable.
Use new copper seal washers at all caliper connec-
tions. Be sure brake line connections are properly
made (not cross threaded) and tightened to recom-
mended torque.

STANDARD PROCEDURE - BRAKE TUBE
FLARING
Adaptor Cap Pressure Bleeder 6921 A preformed metal brake tube is recommended and
BRAK E LI N ES preferred for all repairs. However, double-wall steel
tube can be used for emergency repair when factory
replacement parts are not readily available.
DESCRIPTION Special bending tools are needed to avoid kinking
Flexible rubber hose is used at both front brakes or twisting of metal brake tubes. Special flaring tools
and at the rear axle junction block. Double walled are needed to make a double inverted flare or ISO
steel tubing is used to connect the master cylinder to flare (Fig. 2).
the major hydraulic braking components and then to
the flexible rubber hoses. Double inverted style and
STANDARD PROCEDURE - DOUBLE INVERTED
ISO style flares are used on the brake lines.
FLARING
OPERATION A preformed metal brake tube is recommended and
The hoses and lines transmit the brake fluid preferred for all repairs. However, double-wall steel
hydraulic pressure to the calipers and or wheel cyl- tube can be used for emergency repair when factory
inders. replacement parts are not readily available.
(1) Cut off damaged tube with Tubing Cutter.
(2) Ream cut edges of tubing to ensure proper
flare.
BRAK E LI N ES (Cont inue d)
Fig. 2 Inverted Flare And ISO Flare

1 - ISO-STYLE FLARE Fig. 3 Inverted Flare Tools
2 - DOUBLE INVERTED-STYLE FLARE
(8) Turn the yoke screw in until the adaptor is
(3) Install replacement tube nut on the tube. squarely seated on the tool bar.
(4) Insert tube in flaring tool.
(5) Place gauge form over the end of the tube.
(6) Push tubing through flaring tool jaws until
tube contacts recessed notch in gauge that matches
tube diameter.
(7) Tighten the tool bar on the tube
(8) Insert plug on gauge in the tube. Then swing
compression disc over gauge and center tapered flar-
ing screw in recess of compression disc (Fig. 3).
(9) Tighten tool handle until plug gauge is
squarely seated on jaws of flaring tool. This will start
the inverted flare.
(10) Remove the plug gauge and complete the
inverted flare.
STANDARD PROCEDURE - ISO FLARING

A preformed metal brake tube is recommended and
preferred for all repairs. However, double-wall steel
tube can be used for emergency repair when factory
replacement parts are not readily available.
To make a ISO flare use a Flaring Tool kit.
(1) Cut off damaged tube with Tubing Cutter.
(2) Remove any burrs from the inside of the tube. Fig. 4 ISO Flaring
(3) Install tube nut on the tube. 1 - ADAPTER
(4) Position the tube in the flaring tool flush with 2 - LUBRICATE HERE
3 - PILOT
the top of the tool bar (Fig. 4). Then tighten the tool 4 - FLUSH WITH BAR
bar on the tube. 5 - TUBING
(5) Install the correct size adaptor on the flaring 6 - BAR ASSEMBLY
tool yoke screw.
(6) Lubricate the adaptor.
(7) Align the adaptor and yoke screw over the tube
(Fig. 4).
5 - 10 BRAKES - BASE TJ
DI SC BRAK E CALI PERS Application and release of the brake pedal gener-
ates only a very slight movement of the caliper and
piston. Upon release of the pedal, the caliper and pis-
DESCRIPTION
ton return to a rest position. The brake shoes do not
The calipers are a single piston type. The calipers
retract an appreciable distance from the rotor. In
are free to slide laterally, this allows continuous com-
fact, clearance is usually at, or close to zero. The rea-
pensation for lining wear.
sons for this are to keep road debris from getting
between the rotor and lining and in wiping the rotor
OPERATION surface clear each revolution.
When the brakes are applied fluid pressure is The caliper piston seal controls the amount of pis-
exerted against the caliper piston. The fluid pressure ton extension needed to compensate for normal lining
is exerted equally and in all directions. This means wear.
pressure exerted against the caliper piston and During brake application, the seal is deflected out-
within the caliper bore will be equal (Fig. 5). ward by fluid pressure and piston movement (Fig. 6).
When the brakes (and fluid pressure) are released,
the seal relaxes and retracts the piston.
The amount of piston retraction is determined by
the amount of seal deflection. Generally the amount
is just enough to maintain contact between the pis-
ton and inboard brake shoe.
Fig. 6 Lining Wear Compensation By Piston Seal

1 - PISTON
2 - CYLINDER BORE
3 - PISTON SEAL BRAKE PRESSURE OFF
Fig. 5 Brake Caliper Operation 4 - CALIPER HOUSING
1 - CALIPER 5 - DUST BOOT
2 - PISTON 6 - PISTON SEAL BRAKE PRESSURE ON
3 - PISTON BORE
4 - SEAL
5 - INBOARD SHOE REM OVAL
6 - OUTBOARD SHOE
REMOVAL - FRONT
Fluid pressure applied to the piston is transmitted (1) Raise and support vehicle.
directly to the inboard brake shoe. This forces the (2) Remove front wheel and tire assembly.
shoe lining against the inner surface of the disc (3) Drain small amount of fluid from master cylin-
brake rotor. At the same time, fluid pressure within der brake reservoir with suction gun.
the piston bore forces the caliper to slide inward on (4) Bottom caliper piston in bore with C-clamp.
the mounting bolts. This action brings the outboard Position clamp screw on outboard brake shoe and
brake shoe lining into contact with the outer surface clamp frame on rear of caliper (Fig. 7). Do not allow
of the disc brake rotor. clamp screw to bear directly on outboard shoe
In summary, fluid pressure acting simultaneously retainer spring. Use wood or metal spacer
on both piston and caliper, produces a strong clamp- between shoe and clamp screw.
ing action. When sufficient force is applied, friction
will attempt to stop the rotors from turning and
bring the vehicle to a stop.
TJ BRAKES - BASE 5 - 11
DI SC BRAK E CALI PERS (Cont inue d)
Fig. 9 Caliper Mounting Bolts

Fig. 7 Bottoming Caliper Piston With C-Clamp
1 - CALIPER MOUNTING BOLT (2)
1 - CALIPER BOSS 2 - CALIPER
2 - OUTBOARD BRAKESHOE
3 - C-CLAMP
(5) Remove brake hose mounting bolt and discard

washers (Fig. 8).
Fig. 10 Caliper Removal

1 - TILT CALIPER OUTBOARD TO REMOVE
REMOVAL - REAR
(1) Install prop rod on the brake pedal to keep
pressure on the brake system.
(2) Raise and support vehicle.
Fig. 8 Brake Hose And Bolt
(3) Remove the wheel and tire assembly.
1 - FITTING WASHERS
2 - CALIPERS
(4) Remove the brake hose banjo bolt if replacing
caliper.
(6) Remove caliper mounting bolts (Fig. 9). (5) Remove the caliper mounting slide pin bolts
(7) Tilt top of caliper outward with pry tool if nec- (Fig. 11).
essary (Fig. 10) and remove caliper. (6) Remove the caliper from vehicle.
(8) Remove caliper from vehicle.
WARNING: NEVER ATTEMPT TO CATCH THE PIS-
TON AS IT LEAVES THE BORE. THIS MAY RESULT
IN PERSONAL INJURY.
Fig. 11 CALIPER MOUNTING

1 - BRAKE HOSE
2 - CALIPER MOUNTING BOLTS
3 - BANJO BOLT
DISASSEMBLY
(1) Remove brake shoes from caliper.
(2) Drain brake fluid out of caliper.
(3) Take a piece of wood and pad it with one-inch
thickness of shop towels. Place this piece in the out-
board shoe side of the caliper in front of the piston. Fig. 13 Caliper Piston Removal
This will cushion and protect caliper piston during 1 - AIR GUN
removal (Fig. 12). 2 - CALIPER PISTON
3 - PADDING MATERIAL
(5) Remove caliper piston dust boot with suitable

pry tool (Fig. 14).
Fig. 12 Padding Caliper Interior

1 - SHOP TOWELS OR CLOTHS
2 - CALIPER
(4) Remove caliper piston with short bursts of Fig. 14 Caliper

low pressure compressed air. Direct air through fluid
1 - COLLAPSE BOOT WITH PUNCH OR SCREWDRIVER
inlet port and ease piston out of bore (Fig. 13). 2 - PISTON DUST BOOT
CAUTION: Do not blow the piston out of the bore (6) Remove caliper piston seal with wood or plastic
with sustained air pressure. This could result in a tool (Fig. 15). Do not use metal tools as they will
cracked piston. Use only enough air pressure to scratch piston bore.
ease the piston out.
INSPECTION
The piston is made from a phenolic resin (plastic
material) and should be smooth and clean.
The piston must be replaced if cracked or scored.
Do not attempt to restore a scored piston surface by
sanding or polishing.
CAUTION: If the caliper piston is replaced, install

the same type of piston in the caliper. Never inter-
change phenolic resin and steel caliper pistons.
The pistons, seals, seal grooves, caliper bore and
piston tolerances are different.
The bore can be lightly polished with a brake

hone to remove very minor surface imperfections
(Fig. 17). The caliper should be replaced if the bore is
Fig. 15 Piston Seal Removal severely corroded, rusted, scored, or if polishing
1 - REMOVE SEAL WITH WOOD PENCIL OR SIMILAR TOOL
would increase bore diameter more than 0.025 mm
2 - PISTON SEAL (0.001 inch).
(7) Remove caliper mounting bolt bushings and

boots (Fig. 16).
Fig. 16 Mounting Bolt Bushing And Boot

1 - CALIPER SLIDE BUSHING
2 - BOOT
Fig. 17 Polishing Piston Bore

CLEANING
1 - SPECIAL HONE
Clean the caliper components with clean brake 2 - CALIPER
fluid or brake clean only. Wipe the caliper and piston 3 - PISTON BORE
dry with lint free towels or use low pressure com-
pressed air. ASSEMBLY
CAUTION: Do not use gasoline, kerosene, paint CAUTION: Dirt, oil, and solvents can damage cali-
thinner, or similar solvents. These products may per seals. Insure assembly area is clean and dry.
leave a residue that could damage the piston and
seal. (1) Lubricate caliper piston bore, new piston seal
and piston with clean brake fluid.
(2) Lubricate caliper bushings and interior of
bushing boots with silicone grease.
(3) Install bushing boots in caliper, then insert (5) Install new dust boot on caliper piston and seat
bushing into boot and push bushing into place (Fig. boot in piston groove (Fig. 20).
18).
Fig. 20 Dust Boot On Piston

1 - PISTON
2 - DUST BOOT
(6) Press piston into caliper bore by hand, use a

turn and push motion to work piston into seal (Fig.
21).
Fig. 18 Bushings And Boots Installation
1 - BUSHING
2 - BOOT
(4) Install new piston seal into seal groove with

finger (Fig. 19).
Fig. 21 Caliper Piston Installation

1 - PISTON
2 - BOOT
(7) Press caliper piston to bottom of bore.

(8) Seat dust boot in caliper with Installer Tool
Fig. 19 Piston Seal Installation C-4842 and Tool Handle C-4171 (Fig. 22).
1 - SEAL GROOVE (9) Replace caliper bleed screw if removed.
2 - PISTON SEAL
rotate caliper over rotor and seat notches at upper
end of shoes on top mounting ledge (Fig. 24).
Fig. 22 Piston Dust Boot Installation

1 - HANDLE C-4171 Fig. 24 Caliper Installation
2 - INSTALLER C-4842
3 - DUST BOOT 1 - TOP LEDGE
2 - BRAKESHOE TAB ON LEDGE OUTER SURFACE
3 - LEDGE SEATED IN BRAKESHOE NOTCH
I N STALLAT I ON 4 - BOTTOM LEDGE
INSTALLATION - FRONT (3) Coat caliper mounting bolts with silicone

(1) Clean brake shoe mounting ledges with wire grease. Then install and tighten bolts to 15 Nm (11
brush and apply light coat of Mopar multi-mileage ft. lbs.).
grease to surfaces (Fig. 23).
CAUTION: If new caliper bolts are being installed,
or if the original reason for repair was a drag/pull
condition, check caliper bolt length before proceed-
ing. Bolts must not have a shank length greater
than 67.6 mm (2.66 in.) (Fig. 25).
Fig. 23 Caliper Lubrication Points

1 - BUSHINGS
3 - MOUNTING LEDGES
Fig. 25 Mounting Bolt Dimensions
1 - 67 mm ( 0.6 mm) 2.637 in. ( 0.0236 in.)
(2) Install caliper by position notches at lower end 2 - 22 mm (0.866 in.) THREAD LENGTH
3 - CALIPER BOLT
of brake shoes on bottom mounting ledge. Then
(4) Install brake hose to caliper with new seal
washers and tighten fitting bolt to 31 Nm (23 ft.
lbs.).
CAUTION: Verify brake hose is not twisted or

kinked before tightening fitting bolt.
(5) Bleed base brake system. (Refer to 5 - BRAKES

- STANDARD PROCEDURE).
(6) Install wheel and tire assemblies. (Refer to 22 -
TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE).
(7) Remove supports and lower vehicle.
(8) Verify firm pedal before moving vehicle.
INSTALLATION - REAR
(1) Install the brake pads if removed. Fig. 27 CALIPER INSTALLED
(2) Lubricate ant-rattle clips for the disc brake
pads (Fig. 26). 2 - CALIPER SLIDES
(9) Install the wheel and tire assemblies (Refer to

22 - TIRES/WHEELS/WHEELS - STANDARD PRO-
CEDURE).
(10) Remove the supports and lower the vehicle.
(11) Verify a firm pedal before moving the vehicle.
BRAK E PADS/SH OES
REM OVAL
REMOVAL - FRONT PADS
(2) Remove wheel and tire assembly.
(3) Remove caliper. (Refer to 5 - BRAKES/HY-
Fig. 26 ANTI-RATTLE CLIPS DRAULIC/MECHANICAL/DISC BRAKE CALIPERS
1 - ROTOR - REMOVAL).
2 - ANTI-RATTLE CLIPS
(4) Pressing one end of outboard shoe inward to
disengage shoe lug. Then rotate shoe upward until
(3) Install caliper to the caliper adapter.
retainer spring clears caliper. Press opposite end of
(4) Coat the caliper mounting slide pin bolts with
shoe inward to disengage shoe lug and rotate shoe up
silicone grease. Then install and tighten the bolts to
and out of caliper (Fig. 28).
15 Nm (11 ft. lbs.).
(5) Grasp ends of inboard shoe and tilt shoe out-
(5) Install the brake hose banjo bolt if removed
ward to release springs from caliper piston (Fig. 29)
(Fig. 27).
and remove shoe from caliper.
(6) Install the brake hose to the caliper with new
seal washers and tighten fitting bolt to 31 Nm (23 NOTE: If original brake shoes will be used, keep
ft. lbs.). them in sets left and right. They are not inter-
changeable.
CAUTION: Verify brake hose is not twisted or
kinked before tightening fitting bolt. (6) Secure caliper to nearby suspension part with
wire. Do not allow brake hose to support caliper
(7) Remove the prop rod from the vehicle.
weight.
(8) Bleed the base brake system, (Refer to 5 -
(7) Wipe caliper off with shop rags or towels.
BRAKES - STANDARD PROCEDURE) OR (Refer to
5 - BRAKES - STANDARD PROCEDURE).
BRAK E PADS/SH OES (Cont inue d)
(4) Remove U-clip and washer securing adjuster
cable to parking brake lever (Fig. 30).
(5) Remove primary and secondary return springs
from anchor pin with brake spring pliers.
(6) Remove hold-down springs, retainers and pins
with standard retaining spring tool.
(7) Install spring clamps on wheel cylinders to
hold pistons in place.
(8) Remove adjuster lever, adjuster screw and
spring.
(9) Remove adjuster cable and cable guide.
(10) Remove brake shoes and parking brake strut.
(11) Disconnect cable from parking brake lever and
remove lever.
Fig. 28 Outboard Brake Shoe Removal REMOVAL - REAR DISC BRAKE PADS
1 - OUTBOARD BRAKESHOE (1) Raise and support vehicle.
2 - SHOE SPRING (2) Remove the wheel and tire assemblies.
3 - LOCATING LUG (3) Compress the caliper.
4 - CALIPER
5 - LOCATING LUG (4) Remove the caliper, (Refer to 5 - BRAKES/HY-
DRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- REMOVAL).
(5) Remove the caliper by tilting the top up and off
the caliper adapter.
NOTE: Do not allow brake hose to support caliper

assembly.
(6) Support and hang the caliper.

(7) Remove the inboard brake pad from the caliper
adapter.
(8) Remove the outboard brake pad from the cali-
per adapter.
I N STALLAT I ON
INSTALLATION - FRONT PADS
Fig. 29 Inboard Brake (1) Install inboard shoe in caliper and verify shoe
1 - CALIPER PISTON retaining is fully seated into the piston.
2 - SHOE SPRINGS
3 - INBOARD BRAKESHOE (2) Starting one end of outboard shoe in caliper
and rotating shoe downward into place. Verify shoe
CAUTION: Do not use compressed air, this can locating lugs and shoe spring are seated.
unseat dust boot and force dirt into piston bore. (3) Install caliper. (Refer to 5 - BRAKES/HY-
- INSTALLATION).
REMOVAL - DRUM BRAKE SHOES (4) Install wheel and tire assembly. (Refer to 22 -
(1) Raise vehicle and remove rear wheels. TIRES/WHEELS/WHEELS - STANDARD PROCE-
(2) Remove and discard spring nuts securing DURE).
drums to wheel studs. (5) Remove support and lower vehicle.
(3) Remove brake drums. (6) Pump brake pedal until caliper pistons and
brake shoes are seated.
NOTE: If drums are difficult to remove, back off (7) Top off brake fluid level if necessary.
adjuster through support plate access hole with
brake tool and screwdriver. INSTALLATION - DRUM BRAKE SHOES
(1) Clean support plate with brake cleaner.
Fig. 30 Drum Brake ComponentsTypical

1 - ADJUSTER LEVER 11 - PARK BRAKE STRUT AND SPRING
2 - ADJUSTER CABLE 12 - ADJUSTER SCREW ASSEMBLY
3 - HOLDDOWN SPRING AND RETAINERS 13 - HOLDDOWN SPRING AND RETAINERS
4 - ADJUSTER LEVER SPRING 14 - LEADING SHOE
5 - TRAILING SHOE 15 - CABLE GUIDE
6 - CYLINDER-TO-SUPPORT SEAL 16 - SHOE RETURN SPRINGS
7 - HOLDDOWN PINS 17 - SHOE GUIDE PLATE
8 - ACCESS PLUGS 18 - PIN
9 - SUPPORT PLATE 19 - SHOE SPRING
10 - CABLE HOLE PLUG 20 - PARK BRAKE LEVER
(2) If new drums are being installed, remove pro-

tective coating with carburetor cleaner or brake
cleaner.
(3) Apply multi-purpose grease to brake shoe con-
tact surfaces of support plate (Fig. 31).
(4) Lubricate adjuster screw threads and pivot
with spray lube.
(5) Attach parking brake lever to secondary brake
shoe. Use new washer and U-clip to secure lever.
(6) Remove wheel cylinder clamps.
(7) Attach parking brake cable to lever.
(8) Install brake shoes on support plate. Secure
shoes with new hold-down springs, pins and retain-
ers.
(9) Install parking brake strut and spring.
(10) Install guide plate and adjuster cable on
Fig. 31 Shoe Contact Surfaces
anchor pin.
1 - ANCHOR PIN
(11) Install primary and secondary return springs. 2 - SUPPORT PLATE
(12) Install adjuster cable guide on secondary 3 - SHOE CONTACT SURFACES
shoe.
(13) Lubricate and assemble adjuster screw. (15) Adjust shoes to drum. (Refer to 5 - BRAKES/
(14) Install adjuster screw, spring and lever and HYDRAULIC/MECHANICAL/DRUM - ADJUST-
connect to adjuster cable. MENTS).
(16) Install wheel/tire assemblies and lower vehi- drum if machining would cause drum diameter to
cle. (Refer to 22 - TIRES/WHEELS/WHEELS - exceed the size limit indicated on the drum.
STANDARD PROCEDURE).
(17) Verify firm brake pedal before moving vehicle. BRAKE DRUM RUNOUT
Measure drum diameter and runout with an accu-
INSTALLATION - REAR DISC BRAKE PADS rate gauge. The most accurate method of measure-
(1) Bottom pistons in caliper bore with C-clamp. ment involves mounting the drum in a brake lathe
Place an old brake shoe between a C-clamp and cal- and checking variation and runout with a dial indi-
iper piston. cator.
(2) Clean caliper mounting adapter and anti-rattle Variations in drum diameter should not exceed
springs. 0.069 mm (0.0028 in.). Drum runout should not
(3) Lubricate anti-rattle springs with Mopar brake exceed 0.18 mm (0.007 in.) out of round. Machine the
grease. drum if runout or variation exceed these values.
(4) Install anti-rattle springs. Replace the drum if machining causes the drum to
exceed the maximum allowable diameter.
NOTE: Anti-rattle springs are not interchangeable.
STANDARD PROCEDURE - BRAKE DRUM
(5) Install inboard brake pad in adapter.
(6) Install outboard brake pad in adapter.
MACHINING
The brake drums can be machined on a drum lathe
(7) Tilt the top of the caliper over rotor and under
when necessary. Initial machining cuts should be lim-
adapter. Then push the bottom of the caliper down
ited to 0.12 - 0.20 mm (0.005 - 0.008 in.) at a time as
onto the adapter.
heavier feed rates can produce taper and surface
(8) Install caliper, (Refer to 5 - BRAKES/HY-
variation. Final finish cuts of 0.025 to 0.038 mm
(0.001 to 0.0015 in.) are recommended and will gen-
- INSTALLATION).
erally provide the best surface finish.
(9) Install wheel and tire assemblies and lower
Be sure the drum is securely mounted in the lathe
vehicle, (Refer to 22 - TIRES/WHEELS/WHEELS -
before machining operations. A damper strap should
always be used around the drum to reduce vibration
(10) Apply brakes several times to seat caliper pis-
and avoid chatter marks.
tons and brake shoes and obtain firm pedal.
The maximum allowable diameter of the drum
(11) Top off master cylinder fluid level.
braking surface is stamped or cast into the drum
outer edge.
DRU M CAUTION: Replace the drum if machining will cause
the drum to exceed the maximum allowable diame-
DESCRIPTION ter.
The brake systems use a leading shoe (primary)
and trailing shoe (secondary). The mounting hard-
ware is similar but not interchangeable (Fig. 30). CLEANING
Clean the individual brake components, including
OPERATION the support plate and wheel cylinder exterior, with a
When the brake pedal is depressed hydraulic pres- water dampened cloth or with brake cleaner. Do not
sure pushes the rear brake wheel cylinder pistons use any other cleaning agents. Remove light rust and
outward. The wheel cylinder push rods then push the scale from the brake shoe contact pads on the sup-
brake shoes outward against the brake drum. When port plate with fine sandpaper.
the brake pedal is released return springs attached
to the brake shoes pull the shoes back to there orig- INSPECTION
inal position. (Fig. 30) As a general rule, riveted brake shoes should be
replaced when worn to within 0.78 mm (1/32 in.) of
DIAGNOSIS AND TESTING - BRAKE DRUM the rivet heads. Bonded lining should be replaced
RUNOUT when worn to a thickness of 1.6 mm (1/16 in.).
The maximum allowable diameter of the drum Examine the lining contact pattern to determine if
braking surface is indicated on the drum outer edge. the shoes are bent or the drum is tapered. The lining
Generally, a drum can be machined to a maximum of should exhibit contact across its entire width. Shoes
1.52 mm (0.060 in.) oversize. Always replace the exhibiting contact only on one side should be
replaced and the drum checked for runout or taper.
DRU M (Cont inue d)
Inspect the adjuster screw assembly. Replace the
assembly if the star wheel or threads are damaged,
or the components are severely rusted or corroded.
Discard the brake springs and retainer components
if worn, distorted or collapsed. Also replace the
springs if a brake drag condition had occurred. Over-
heating will distort and weaken the springs.
Inspect the brake shoe contact pads on the support
plate, replace the support plate if any of the pads are
worn or rusted through. Also replace the plate if it is
bent or distorted (Fig. 32).
Fig. 33 Adjusting Gauge On Drum

1 - BRAKE GAUGE
2 - BRAKE DRUM
Fig. 32 Shoe Contact Surfaces

1 - ANCHOR PIN
2 - SUPPORT PLATE
3 - SHOE CONTACT SURFACES
ADJUSTMENTS - REAR DRUM BRAKE

The rear drum brakes are equipped with a self-ad-
justing mechanism. Under normal circumstances, the
only time adjustment is required is when the shoes
are replaced, removed for access to other parts, or Fig. 34 Adjusting Gauge On Brake Shoes
when one or both drums are replaced. 1 - BRAKE GAUGE
Adjustment can be made with a standard brake 2 - BRAKE SHOES
gauge or with adjusting tool. Adjustment is per-
formed with the complete brake assembly installed (6) Pull shoe adjuster lever away from adjuster
on the backing plate. screw star wheel.
(7) Turn adjuster screw star wheel (by hand) to
ADJUSTMENT WITH BRAKE GAUGE expand or retract brake shoes. Continue adjustment
(1) Be sure parking brakes are fully released. until gauge outside legs are light drag-fit on shoes.
(2) Raise rear of vehicle and remove wheels and (8) Install brake drums and wheels and lower
brake drums. vehicle.
(3) Verify that left and right automatic adjuster (9) Drive vehicle and make one forward stop fol-
levers and cables are properly connected. lowed by one reverse stop. Repeat procedure 8-10
(4) Insert brake gauge in drum. Expand gauge times to operate automatic adjusters and equalize
until gauge inner legs contact drum braking surface. adjustment.
Then lock gauge in position (Fig. 33).
(5) Reverse gauge and install it on brake shoes. NOTE: Bring vehicle to complete standstill at each
Position gauge legs at shoe centers as shown (Fig. stop. Incomplete, rolling stops will not activate
34). If gauge does not fit (too loose/too tight), adjust automatic adjusters.
shoes.
DRU M (Cont inue d)
ADJUSTMENT WITH ADJUSTING TOOL FLU I D
(1) Be sure parking brake lever is fully released.
(2) Raise vehicle so rear wheels can be rotated DIAGNOSIS AND TESTING - BRAKE FLUID
freely.
(3) Remove plug from each access hole in brake
CONTAMINATION
support plates. Indications of fluid contamination are swollen or
(4) Loosen parking brake cable adjustment nut deteriorated rubber parts.
until there is slack in front cable. Swollen rubber parts indicate the presence of
(5) Insert adjusting tool through support plate petroleum in the brake fluid.
access hole and engage tool in teeth of adjusting To test for contamination, put a small amount of
screw star wheel (Fig. 35). drained brake fluid in clear glass jar. If fluid sepa-
rates into layers, there is mineral oil or other fluid
contamination of the brake fluid.
If brake fluid is contaminated, drain and thor-
oughly flush system. Replace master cylinder, propor-
tioning valve, caliper seals, wheel cylinder seals,
Antilock Brakes hydraulic unit and all hydraulic
fluid hoses.
STANDARD PROCEDURE - BRAKE FLUID

LEVEL
Always clean the master cylinder reservoir and
caps before checking fluid level. If not cleaned, dirt
could enter the fluid.
The fluid fill level is indicated on the side of the
master cylinder reservoir (Fig. 36).
The correct fluid level is to the FULL indicator on
the side of the reservoir. If necessary, add fluid to the
proper level.
Fig. 35 Brake Adjustment
1 - STAR WHEEL
2 - LEVER
3 - BRAKE SHOE WEB
4 - SCREWDRIVER
5 - ADJUSTING TOOL
6 - ADJUSTER SPRING
(6) Rotate adjuster screw star wheel (move tool

handle upward) until slight drag can be felt when
wheel is rotated.
(7) Push and hold adjuster lever away from star
wheel with thin screwdriver.
(8) Back off adjuster screw star wheel until brake
drag is eliminated.
(9) Repeat adjustment at opposite wheel. Be sure
adjustment is equal at both wheels.
(10) Install support plate access hole plugs.
(11) Adjust parking brake cable and lower vehicle. Fig. 36 Master Cylinder Fluid
(12) Drive vehicle and make one forward stop fol- 1 - INDICATOR
2 - RESERVOIR
lowed by one reverse stop. Repeat procedure 8-10
times to operate automatic adjusters and equalize
adjustment.
SPECI FI CAT I ON S
NOTE: Bring vehicle to complete standstill at each BRAKE FLUID

stop. Incomplete, rolling stops will not activate The brake fluid used in this vehicle must conform
automatic adjusters. to DOT 3 specifications and SAE J1703 standards.
No other type of brake fluid is recommended or
approved for usage in the vehicle brake system. Use
FLU I D (Cont inue d)
only Mopar brake fluid or an equivalent from a
tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid

from an container which has been left open. An
open container of brake fluid will absorb moisture
from the air and contaminate the fluid.
CAUTION: Never use any type of a petroleum-based

fluid in the brake hydraulic system. Use of such
type fluids will result in seal damage of the vehicle
brake hydraulic system causing a failure of the
vehicle brake system. Petroleum based fluids would
be items such as engine oil, transmission fluid,
power steering fluid, etc.
Fig. 38 Loosening Reservoir
1 - PRY TOOL
2 - RESERVOIR
FLU I D RESERV OI R 3 - GROMMET
4 - MASTER CYLINDER BODY
REMOVAL
(1) Remove reservoir cap and empty fluid into
drain container.
(2) Remove pins that retain reservoir to master
cylinder. Use hammer and pin punch to remove pins
(Fig. 37).
Fig. 39 Reservoir Removal

1 - RESERVOIR
2 - GROMMETS
Fig. 37 Reservoir Retaining Pins

1 - PIN PUNCH
2 - RESERVOIR
3 - BODY
4 - ROLL PINS
(3) Clamp cylinder body in vise with brass protec- Fig. 40 Grommet Removal
tive jaws. 1 - MASTER CYLINDER BODY
(4) Loosen reservoir from grommets with pry tool 2 - GROMMETS
(Fig. 38).
(5) Remove reservoir by rocking it to one side and
pulling free of grommets (Fig. 39).
(6) Remove old grommets from cylinder body (Fig.
40).
FLU I D RESERV OI R (Cont inue d)
INSTALLATION The master cylinder reservoir stores reserve brake

fluid for the hydraulic brake circuits.
CAUTION: Do not use any type of tool to install the
grommets. Tools may cut, or tear the grommets cre- DIAGNOSIS AND TESTING - MASTER
ating a leak problem after installation. Install the CYLINDER/POWER BOOSTER
grommets using finger pressure only. (1) Start engine and check booster vacuum hose
connections. A hissing noise indicates vacuum leak.
(1) Lubricate new grommets with clean brake fluid
Correct any vacuum leak before proceeding.
and Install new grommets in cylinder body (Fig. 41).
(2) Stop engine and shift transmission into Neu-
Use finger pressure to install and seat grommets.
tral.
(3) Pump brake pedal until all vacuum reserve in
booster is depleted.
(4) Press and hold brake pedal under light foot
pressure. The pedal should hold firm, if the pedal
falls away master cylinder is faulty (internal leak-
age).
(5) Start engine and note pedal action. It should
fall away slightly under light foot pressure then hold
firm. If no pedal action is discernible, power booster,
vacuum supply, or vacuum check valve is faulty. Pro-
ceed to the POWER BOOSTER VACUUM TEST.
(6) If the POWER BOOSTER VACUUM TEST
passes, rebuild booster vacuum reserve as follows:
Release brake pedal. Increase engine speed to 1500
rpm, close the throttle and immediately turn off igni-
tion to stop engine.
Fig. 41 Grommet Installation (7) Wait a minimum of 90 seconds and try brake
1 - WORK NEW GROMMETS INTO PLACE USING FINGER action again. Booster should provide two or more vac-
PRESSURE ONLY uum assisted pedal applications. If vacuum assist is
not provided, booster is faulty.
(2) Start reservoir in grommets. Then rock reser-
voir back and forth while pressing downward to seat POWER BOOSTER VACUUM TEST
it in grommets. (1) Connect vacuum gauge to booster check valve
(3) Install pins that retain reservoir to cylinder with short length of hose and T-fitting (Fig. 42).
body. (2) Start and run engine at curb idle speed for one
(4) Fill and bleed master cylinder on bench before minute.
installation in vehicle. (3) Observe the vacuum supply. If vacuum supply
is not adequate, repair vacuum supply.
(4) Clamp hose shut between vacuum source and
M AST ER CY LI N DER check valve.
(5) Stop engine and observe vacuum gauge.
DESCRIPTION (6) If vacuum drops more than one inch HG (33
The master cylinder has a removable nylon reser- millibars) within 15 seconds, booster diaphragm or
voir. The cylinder body is made of aluminum and check valve is faulty.
contains a primary and secondary piston assembly.
The cylinder body including the piston assemblies POWER BOOSTER CHECK VALVE TEST
are not serviceable. If diagnosis indicates an internal (1) Disconnect vacuum hose from check valve.
problem with the cylinder body, it must be replaced (2) Remove check valve and valve seal from
as an assembly. The reservoir and grommets are the booster.
only replaceable parts on the master cylinder. (3) Use a hand operated vacuum pump for test.
(4) Apply 15-20 inches vacuum at large end of
OPERATION check valve (Fig. 43).
The master cylinder bore contains a primary and (5) Vacuum should hold steady. If gauge on pump
secondary piston. The primary piston supplies indicates vacuum loss, check valve is faulty and
hydraulic pressure to the front brakes. The secondary should be replaced.
piston supplies hydraulic pressure to the rear brakes.
M AST ER CY LI N DER (Cont inue d)
(2) Attach bleed tubes to cylinder outlet ports.
Then position each tube end into the reservoir (Fig.
44).
(3) Fill reservoir with fresh brake fluid.
(4) Press cylinder pistons inward with wood dowel.
Then release pistons and allow them to return under
spring pressure. Continue bleeding operations until
air bubbles are no longer visible in fluid.
Fig. 42 Typical Booster Vacuum Test Connections

1 - TEE FITTING
2 - SHORT CONNECTING HOSE
3 - CHECK VALVE
4 - CHECK VALVE HOSE Fig. 44 Master Cylinder Bleeding
5 - CLAMP TOOL
1 - BLEEDING TUBES
6 - INTAKE MANIFOLD
2 - RESERVOIR
7 - VACUUM GAUGE
REMOVAL
(1) Remove evaporative canister.
(2) Disconnect brake lines to master cylinder and
combination valve (Fig. 45).
(3) Remove combination valve bracket mounting
nuts and remove valve.
(4) Remove master cylinder mounting nuts and
remove master cylinder.
(5) Remove cylinder cover and drain fluid.
Fig. 43 Vacuum Check Valve And Seal

1 - BOOSTER CHECK VALVE
2 - APPLY TEST VACUUM HERE
3 - VALVE SEAL
STANDARD PROCEDURE - MASTER CYLINDER

BLEEDING
A new master cylinder should be bled before instal-
lation on the vehicle. Required bleeding tools include
bleed tubes and a wood dowel to stroke the pistons.
Bleed tubes can be fabricated from brake line.
(1) Mount master cylinder in vise. Fig. 45 Master
1 - COMBINATION VALVE
2 - MASTER CYLINDER
M AST ER CY LI N DER (Cont inue d)
INSTALLATION (6) Slid brake booster/master cylinder assembly

forward.
NOTE: If master cylinder is replaced, bleed cylinder (7) Remove mounting stud plate or slid clutch cyl-
before installation. inder forward if equipped.
(8) Tilt the pedal support down to gain shaft clear-
(1) Remove protective sleeve from primary piston ance.
shank on new master cylinder. (9) Remove pedal shaft Cclip from passenger side
(2) Check condition of seal at rear of cylinder body. of the shaft.
Reposition seal if dislodged. Replace seal if cut, or (10) Slide the pedal shaft toward the drivers side
torn. and remove the remaining C-clip.
(3) Install master cylinder onto brake booster (11) Slid the shaft out of the pedal bracket and
studs and tighten mounting nuts to 17 Nm (13 ft. remove the pedal.
lbs.). (12) Remove pedal bushings if they are to be
replaced.
NOTE: Use only original or factory replacement
nuts.
(4) Install combination valve onto brake booster

studs and tighten mounting nuts to 20 Nm (15 ft.
lbs.).
(5) Install brake lines to master cylinder and com-
bination valve by hand to avoid cross threading.
(6) Tighten master cylinder brake lines to 19 Nm
(14 ft. lbs.).
(7) Tighten combination valve brake lines to 19
Nm (14 ft. lbs.).
(8) Install evaporative canister.
PEDAL Fig. 46 Push Rod Attachment

1 - BRAKE PEDAL
2 - BOOSTER ROD
DESCRIPTION
A suspended-type brake pedal is used, the pedal
pivots on a shaft mounted in the pedal support INSTALLATION
bracket. The bracket is attached to the dash panel. (1) Install new bushings in pedal. Lubricate bush-
The brake pedal assembly and pedal pad are the ings and shaft with multi-purpose grease.
only serviceable component. (2) Position pedal in bracket and install shaft.
(3) Install new pivot pin C-clip.
OPERATION (4) Position pedal support and install support bolts
and tighten to 28 Nm (21 ft. lbs.).
The brake pedal is attached to the booster push
(5) Slid the booster/master cylinder assembly into
rod. When the pedal is depressed, the primary
place, install mounting nuts and tighten to 39 Nm
booster push rod is depressed which moves the
(29 ft. lbs.).
booster secondary rod. The booster secondary rod
(6) Install stud plate or clutch cylinder if equipped
depresses the master cylinder piston.
and tighten mounting nut to 28 Nm (21 ft. lbs.).
Install retainer clip securing booster push rod to
REMOVAL
pedal (Fig. 46) and clutch rod retainer clip if
(1) Remove negative battery cable.
equipped.
(2) Remove brake lamp switch.
(7) Install ABS controller if equipped.
(3) Remove ABS controller if equipped.
(8) Install and connect brake lamp switch.
(4) Remove retainer clip securing booster push rod
(9) Install negative battery cable.
to pedal (Fig. 46) and clutch rod retainer clip if
equipped.
(5) Remove bolts from brake pedal support and
booster mounting nuts. Remove mounting stud plate
nuts or clutch cylinder mounting nuts if equipped.
POWER BRAK E BOOST ER OPERATION

The atmospheric inlet valve is opened and closed
DESCRIPTION by the primary push rod. Booster vacuum supply is
The booster assembly consists of a housing divided through a hose attached to an intake manifold fitting
into separate chambers by two internal diaphragms. at one end and to the booster check valve at the
The outer edge of each diaphragm is attached to the other. The vacuum check valve in the booster housing
booster housing. is a one-way device that prevents vacuum leak back.
Two push rods are used in the booster. The pri- Power assist is generated by utilizing the pressure
mary push rod connects the booster to the brake differential between normal atmospheric pressure
pedal. The secondary push rod connects the booster and a vacuum. The vacuum needed for booster oper-
to the master cylinder to stroke the cylinder pistons. ation is taken directly from the engine intake mani-
fold. The entry point for atmospheric pressure is
through a filter and inlet valve at the rear of the
housing (Fig. 47).
Fig. 47 Power Brake BoosterTypical

1 - VACUUM CHECK VALVE 7 - PRIMARY PUSH ROD (TO BRAKE PEDAL)
2 - FRONT DIAPHRAGM 8 - ATMOSPHERIC INLET VALVE ASSEMBLY
3 - REAR DIAPHRAGM 9 - BOOSTER MOUNTING STUDS (4)
4 - HOUSING 10 - SECONDARY PUSH ROD (TO MASTER CYLINDER)
5 - SEAL 11 - MASTER CYLINDER MOUNTING STUD (2)
6 - AIR FILTER 12 - SPRING
POWER BRAK E BOOST ER (Cont inue d)
The chamber areas forward of the booster dia-
phragms are exposed to vacuum from the intake
manifold. The chamber areas to the rear of the dia-
phragms, are exposed to normal atmospheric pres-
sure of 101.3 kilopascals (14.7 pounds/square in.).
Brake pedal application causes the primary push
rod to open the atmospheric inlet valve. This exposes
the area behind the diaphragms to atmospheric pres-
sure. The resulting pressure differential provides the
extra apply force for power assist.
The booster check valve, check valve grommet and
booster seals are serviceable.
REMOVAL
(1) Remove combination valve and master cylinder.
(2) Disconnect vacuum hose from booster check
Fig. 49 Booster Mounting Nuts
valve.
(3) Remove retaining clip that secures booster 1 - BOOSTER
2 - BRAKE PEDAL
push rod to brake pedal (Fig. 48) and slide the rod off
the pin. push rod onto brake pedal pin and secure with
(4) Remove four nuts attaching booster to front retaining clip.
cowl panel (Fig. 49). (6) Tighten booster mounting nuts to 39 Nm (29
(5) In engine compartment, slide booster studs out ft. lbs.).
of cowl panel, and remove the booster from engine (7) Connect vacuum hose to booster check valve.
compartment. (8) Install master cylinder and combination valve.
(6) Remove dash seal from booster. (9) Top off master cylinder fluid level and bleed
base brakes.
COM BI N AT I ON VALV E
DESCRIPTION
The combination valve contains a pressure differ-
ential valve and switch and a rear brake proportion-
ing valve. The valve is not repairable and must be
replaced as an assembly if diagnosis indicates this is
necessary.
OPERATION
PRESSURE DIFFERENTIAL VALVE
The pressure differential switch is connected to the
Fig. 48 Push Rod & Clip brake warning light. The switch is actuated by move-
1 - BRAKE PEDAL ment of the switch valve. The switch monitors fluid
2 - BOOSTER ROD pressure in the separate front/rear brake hydraulic
circuits.
INSTALLATION A decrease or loss of fluid pressure in either
(1) Clean the booster mounting surface. hydraulic circuit will cause the switch valve to shut-
(2) Install dash seal on booster. tle to the low pressure side. Movement of the valve
(3) Align and position booster on the front cowl pushes the switch plunger upward. This action closes
panel. the switch internal contacts completing the electrical
(4) In passenger compartment, install nuts that circuit to the red warning light. The switch valve will
attach booster to dash panel. Tighten nuts just remain in an actuated position until repairs to the
enough to hold booster in place. brake system are made.
(5) Lubricate the pedal pin and bushing with
Mopar multi-mileage grease. Then slid the booster
COM BI N AT I ON VALV E (Cont inue d)
PROPORTIONING VALVE
The proportioning valve is used to balance front-
rear brake action at high decelerations. The valve
allows normal fluid flow during moderate braking.
The valve only controls fluid flow during high decel-
erations brake stops.
DIAGNOSIS AND TESTING - COMBINATION

VALVE
Pressure Differential Switch
(1) Have helper sit in drivers seat to apply brake
pedal and observe red brake warning light.
(2) Raise vehicle on hoist.
(3) Connect bleed hose to a rear wheel cylinder
and immerse hose end in container partially filled Fig. 50 Combination Valve/Master Cylinder
with brake fluid. 1 - COMBINATION VALVE
(4) Have helper press and hold brake pedal to floor 2 - MASTER CYLINDER
and observe warning light.
(a) If warning light illuminates, switch is operat-
ing correctly.
(b) If light fails to illuminate, check circuit fuse,
bulb, and wiring. The parking brake switch can be
used to aid in identifying whether or not the brake
light bulb and fuse is functional. Repair or replace
parts as necessary and test differential pressure
switch operation again.
(5) If warning light still does not illuminate,
switch is faulty. Replace combination valve assembly,
bleed brake system and verify proper switch and
valve operation.
REMOVAL
(1) Remove brake lines that connect master cylin-
der to combination valve (Fig. 50).
Fig. 51 Combination Valve Bracket
(2) Disconnect brake lines that connect combina-
tion valve to front and rear brakes. 1 - MASTER CYLINDER
2 - COMBINATION VALVE BRACKET
(3) Disconnect wire from combination valve switch
terminal. Be careful when separating wire connector (5) Connect wire to differential pressure switch in
as lock tabs are easily damaged if not fully disen- combination valve.
gaged. (6) Bleed base brake system. (Refer to 5 - BRAKES
(4) Remove nuts attaching combination valve - STANDARD PROCEDURE).
bracket to booster studs and remove valve bracket off
booster studs (Fig. 51).
ROT ORS
INSTALLATION
(1) Position valve bracket on booster studs and
tighten bracket attaching nuts to 20 Nm (15 ft. lbs.). DI AGN OSI S AN D T EST I N G
(2) Align and start brake line fittings in combina-
tion valve and master cylinder by hand to avoid cross DIAGNOSIS AND TESTING - DISC BRAKE
threading. ROTOR
(3) Tighten brake line fittings at combination valve The rotor braking surfaces should not be refinished
to 19 Nm (14 ft. lbs.). unless necessary.
(4) Tighten brake line fittings at master cylinder Light surface rust and scale can be removed with a
to 19 Nm (14 ft. lbs.). lathe equipped with dual sanding discs. The rotor
ROT ORS (Cont inue d)
surfaces can be restored by machining in a disc brake Measure rotor thickness at 6-to-12 points around
lathe if surface scoring and wear are light. the rotor face (Fig. 53).
Replace the rotor under the following conditions: Position the micrometer approximately 25.4 mm ( 1
Severely Scored in.) from the rotor outer circumference for each mea-
Tapered surement.
Hard Spots Thickness should not vary by more than 0.013 mm
Cracked (0.0005 in.) from point-to-point on the rotor. Machine
Below Minimum Thickness or replace the rotor if necessary.
ROTOR MINIMUM THICKNESS

Measure rotor thickness at the center of the brake
shoe contact surface. Replace the rotor if worn below
minimum thickness, or if machining would reduce
thickness below the allowable minimum.
Rotor minimum thickness is usually specified on
the rotor hub. The specification is either stamped or
cast into the hub surface.
ROTOR RUNOUT
Check rotor lateral runout with dial indicator
C-3339 (Fig. 52). Excessive lateral runout will cause
brake pedal pulsation and rapid, uneven wear of the
brake shoes. Position the dial indicator plunger
approximately 25.4 mm (1 in.) inward from the rotor
edge.
NOTE: Be sure wheel bearing has zero end play Fig. 53 Measuring Rotor Thickness
before checking rotor runout. 1 - MICROMETER
2 - ROTOR
Maximum allowable rotor runout is 0.102 mm
(0.004 in.). DIAGNOSIS AND TESTING - BRAKE DRUM IN
HAT ROTOR
braking surface is indicated on the drum outer edge.
Always replace the drum if machining would cause
drum diameter to exceed the size limit indicated on
the drum in hat.
BRAKE DRUM RUNOUT

Measure drum diameter and runout with an accu-
rate gauge. The most accurate method of measure-
ment involves mounting the drum in a brake lathe
and checking variation and runout with a dial indi-
cator.
Machine the drum if runout or variation exceed
values. Replace the drum in hat rotor if machining
causes the drum in hat rotor to exceed the maximum
allowable diameter.
Fig. 52 Checking Rotor Runout And Thickness
Variation STAN DARD PROCEDU RE
1 - DIAL INDICATOR
STANDARD PROCEDURE - DISC ROTOR
ROTOR THICKNESS VARIATION MACHINING
Variations in rotor thickness will cause pedal pul-
The disc brake rotor can be machined if scored or
sation, noise and shudder.
worn. The lathe must machine both sides of the rotor
simultaneously with dual cutter heads. The rotor
mounting surface must be clean before placing on the
lathe. Equipment capable of machining only one side
at a time may produce a tapered rotor.
NOTE: A hub mounted on-vehicle lathe is recom-

mended. This type of lathe trues the rotor to the
vehicles hub/bearing.
CAUTION: Brake rotors that do not meet minimum

thickness specifications before or after machining
must be replaced.
STANDARD PROCEDURE - BRAKE DRUM IN

HAT ROTOR MACHINING Fig. 54 Rotor & Hub
The brake drum in hat rotor can be machined on a 1 - ROTOR
2 - RETAINER
drum lathe when necessary. Initial machining cuts 3 - BEARING NUT
should be limited to 0.12 - 0.20 mm (0.005 - 0.008 in.) 4 - NUT LOCK
at a time as heavier feed rates can produce taper and 5 - COTTER PIN
6 - WASHER
surface variation. Final finish cuts of 0.025 to 0.038
mm (0.001 to 0.0015 in.) are recommended and will
generally provide the best surface finish.
REMOVAL - REAR
(1) Raise and support the vehicle
Be sure the drum in hat rotor is securely mounted
(2) Remove the tire and wheel assembly (Fig. 55).
in the lathe before machining operations. A damper
strap should always be used around the drum to
reduce vibration and avoid chatter marks.
braking surface is stamped or cast into the drum in
hat rotor.
CAUTION: Replace the drum in hat rotor if machin-

ing will cause the drum to exceed the maximum
allowable diameter.
REM OVAL
REMOVAL - FRONT
(1) Remove wheel and tire assemble.
(2) Remove caliper. (Refer to 5 - BRAKES/HY-
Fig. 55 ROTOR/CALIPER
- REMOVAL). 1 - CALIPER
2 - ROTOR
(3) Remove retainers securing rotor to hub studs 3 - OUTBOARD DISC BRAKE PAD
(Fig. 54).
(4) Remove rotor from hub. (3) Remove the disc brake caliper and pads, (Refer
(5) If rotor shield requires service, remove front to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC
hub and bearing assembly. BRAKE CALIPERS - REMOVAL) (Fig. 56).
(4) Remove the retianing clips and rotor assembly.
DISASSEMBLY
(1) Remove push rods and boots (Fig. 57).
(2) Press pistons, cups and spring and expander
out of cylinder bore.
(3) Remove bleed screw.
Fig. 56 ROTOR
2 - ROTOR
Fig. 57 Wheel Cylinder ComponentsTypical
3 - CALIPER 1 - SPRING
2 - CYLINDER
3 - PISTON CLIP
I N STALLAT I ON 4 - BOOT
5 - PUSH ROD
6 - PISTON
INSTALLATION - FRONT 7 - BLEED SCREW
(1) If new rotor is being installed, remove protec- 8 - CUP EXPANDERS
tive coating from rotor surfaces with carburetor
cleaner. CLEANING
(2) Install rotor on hub. Clean the cylinder and pistons with clean brake
(3) Install caliper. (Refer to 5 - BRAKES/HY- fluid or brake cleaner only. Do not use any other
DRAULIC/MECHANICAL/DISC BRAKE CALIPERS cleaning agents.
- INSTALLATION). Dry the cylinder and pistons with compressed air.
(4) Install wheel and tire assembly. (Refer to 22 - Do not use rags or shop towels to dry the cylinder
TIRES/WHEELS/WHEELS - STANDARD PROCE- components. Lint from cloth material will adhere to
DURE). the cylinder bores and pistons.
INSTALLATION - REAR INSPECTION

(1) Install the rotor to the axleshaft. Inspect the cylinder bore. Light discoloration and
(2) Install the disc brake caliper and pads (Fig. dark stains in the bore are normal and will not
56), (Refer to 5 - BRAKES/HYDRAULIC/MECHANI- impair cylinder operation.
CAL/DISC BRAKE CALIPERS - INSTALLATION). The cylinder bore can be lightly polished but only
(3) Install the tire and wheel assembly (Refer to 22 with crocus cloth. Replace the cylinder if the bore is
- TIRES/WHEELS/WHEELS - STANDARD PROCE- scored, pitted or heavily corroded. Honing the bore to
DURE). restore the surface is not recommended.
(4) Lower the vehicle. Inspect the cylinder pistons. The piston surfaces
should be smooth and free of scratches, scoring and
corrosion. Replace the pistons if worn, scored, or cor-
WH EEL CY LI N DERS roded. Do attempt to restore the surface by sanding
or polishing.
REMOVAL Discard the old piston cups and the spring and
(1) Remove wheel and tire assembly. expander. These parts are not reusable. The original
(2) Remove brake drum. dust boots may be reused but only if they are in good
(3) Remove wheel cylinder brake line. condition.
(4) Remove brake shoe return springs and move
shoes out of engagement with cylinder push rods. ASSEMBLY
(5) Remove cylinder attaching bolts and remove (1) Lubricate wheel cylinder bore, pistons, piston
cylinder from support plate. cups and spring and expander with clean brake fluid.
WH EEL CY LI N DERS (Cont inue d)
(2) Install first piston in cylinder bore. Then
install first cup in bore and against piston. Be sure
lip of piston cup is facing inward (toward
spring and expander) and flat side is against
piston.
(3) Install spring and expander followed by
remaining piston cup and piston.
(4) Install boots on each end of cylinder and insert
push rods in boots.
(5) Install cylinder bleed screw.
INSTALLATION
(1) Apply bead of silicone sealer around cylinder
mounting surface of support plate.
(2) Install cylinder mounting bolts and tighten to
10 Nm (7 ft. lbs.).
(3) Install brake line to cylinder and tighten to 16 Fig. 58 PARK BRAKE SHOES INSTALLED
Nm (12 ft. lbs.). 1 - SUPPORT PLATE
(4) Install brake shoe return spring. 2 - PARK BRAKE SHOES
(5) Install brake drum. 3 - AXLE
(6) Install wheel and tire assembly. (Refer to 22 -
TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE).
SU PPORT PLAT E
REMOVAL
(2) Remove the disc brake caliper (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL).
(3) Remove the rotor (Fig. 58), (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/ROTORS -
REMOVAL).
(4) Remove the axle shaft (Fig. 59), (Refer to 3 -
DIFFERENTIAL & DRIVELINE/REAR AXLE -
AXLE SHAFTS - REMOVAL).
(5) Remove the park brake shoes (Fig. 59), (Refer
to 5 - BRAKES/PARKING BRAKE/SHOES -
REMOVAL).
(6) Remove the parking brake cable from the Fig. 59 BRAKE SHOES
brake lever. 1 - SUPPORT PLATE
(7) Remove the bolts attaching the support plate to 2 - PARK BRAKE SHOES
3 - EQUALIZER
the axle and remove the support plate. 4 - SPRINGS
5 - HOLD DOWN CLIPS
INSTALLATION 6 - ADJUSTER
(1) Install support plate on axle flange. Tighten
(4) Install axle shaft, (Fig. 58), (Refer to 3 - DIF-
attaching bolts to 115 Nm (85 ft. lbs.).
FERENTIAL & DRIVELINE/REAR AXLE - AXLE
(2) Install the park brake shoes (Fig. 59), (Refer to
SHAFTS - INSTALLATION).
5 - BRAKES/PARKING BRAKE/SHOES - INSTAL-
(5) Adjust brake shoes to drum with brake gauge
LATION).
(Refer to 5 - BRAKES/PARKING BRAKE/SHOES -
(3) Install parking brake cable in the brake lever.
ADJUSTMENTS).
SU PPORT PLAT E (Cont inue d)
(6) Install the rotor (Refer to 5 - BRAKES/HY- brake strut (which is connected to both shoes), exerts
DRAULIC/MECHANICAL/ROTORS - INSTALLA- a linear force against the primary brake shoe. This
TION). action presses the primary shoe into contact with the
(7) Install the caliper (Refer to 5 - BRAKES/HY- drum. Once the primary shoe contacts the drum,
DRAULIC/MECHANICAL/DISC BRAKE CALIPERS force is exerted through the strut. This force is trans-
- INSTALLATION). ferred through the strut to the secondary brake shoe
(8) Install the wheel and tire assembly (Refer to 22 causing it to pivot into the drum as well.
- TIRES/WHEELS/WHEELS - STANDARD PROCE- A gear type ratcheting mechanism is used to hold
DURE). the lever in an applied position. Parking brake
release is accomplished by the hand lever release
button.
PARK I N G BRAK E A parking brake switch is mounted on the parking
brake lever and is actuated by movement of the
DESCRIPTION lever. The switch, which is in circuit with the red
The parking bake is a hand lever and cable oper- warning light in the dash, will illuminate the warn-
ated system used to apply the rear brakes. ing light whenever the parking brakes are applied.
Parking brake adjustment is controlled by a cable
OPERATION tensioner mechanism. The cable tensioner, once
A hand operated lever in the passenger compart- adjusted at the factory, should not need further
ment is the main application device. The front cable adjustment under normal circumstances. Adjustment
is connected between the hand lever and the ten- may be required if a new tensioner, or cables are
sioner. The tensioner rod is attached to the equalizer installed, or disconnected.
which is the connecting point for the rear cables (Fig.
60). DIAGNOSIS AND TESTING - PARKING BRAKE
NOTE: Parking brake adjustment is controlled by a
cable tensioner. Once the tensioner is adjusted at
the factory, it should not require further attention.
However, there are two instances when adjustment
will be required. The first is when a new tensioner,
or cables have been installed. And the second, is
when the tensioner and cables are disconnected for
access to other brake components.
The parking brake switch is in circuit with the red

warning lamp in the dash. The switch will cause the
lamp to illuminate only when the parking brakes are
applied. If the lamp remains on after parking brake
release, the switch or wires are faulty, or cable ten-
sioner adjustment is incorrect.
Fig. 60 Parking Brake Components In most cases, the actual cause of an improperly
functioning parking brake (too loose/too tight/wont
1 - FRONT CABLE
2 - L.R. CABLE hold), can be traced to a parking brake component.
3 - R.R. CABLE The leading cause of improper parking brake oper-
4 - EQUALIZER ation, is excessive clearance between the parking
5 - TENSIONER ROD
brake shoes and the shoe braking surface. Excessive
The rear cables are connected to the actuating clearance is a result of lining and/or drum wear,
lever on each secondary brake shoe. The levers are drum surface machined oversize, or inoperative
attached to the brake shoes by a pin either pressed adjuster components.
into, or welded to the lever. A clip is used to secure Excessive parking brake lever travel (sometimes
the pin in the brake shoe. The pin allows each lever described as a loose lever or too loose condition), is
to pivot independently of the brake shoe. the result of worn brake shoes, improper brake shoe
To apply the parking brakes, the hand lever is adjustment, or improperly assembled brake parts.
pulled upward. This pulls the rear brake shoe actu- A condition where the parking brakes do not hold,
ating levers forward, by means tensioner and cables. will most probably be due to a wheel brake compo-
As the actuating lever is pulled forward, the parking nent.
PARK I N G BRAK E (Cont inue d)
Items to look for when diagnosing a parking brake the brake drum. When the brake pedal is released
problem, are: the return springs attached to the brake shoes pull
Rear brake shoe wear. the shoes back to there original position.
Drum surface machined oversize.
Front cable not secured to lever. REMOVAL
Rear cable not attached to lever. (1) Raise and support the vehicle.
Rear cable seized. (2) Remove the tire and wheel assembly.
Brake shoes reversed. (3) Remove the disc brake caliper, (Fig. 62), (Refer
Parking brake strut not seated in shoes. to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC
Parking brake lever not seated. BRAKE CALIPERS - REMOVAL).
Parking brake lever bind. (4) Remove the disc brake rotor, (Fig. 62), (Refer to
Adjuster screws seized. 5 - BRAKES/HYDRAULIC/MECHANICAL/ROTORS
Adjuster screws reversed. - REMOVAL).
Parking brake adjustment and parts replacement
procedures are described in the Parking Brake sec-
tion.
SH OES
DESCRIPTION
Drum in hat park brakes are dual shoe, internal
expanding units with an automatic self adjusting
mechanism (Fig. 61).
Fig. 62 PARK BRAKE SHOES INSTALLED

1 - SUPPORT PLATE
2 - PARK BRAKE SHOES
3 - AXLE
(5) Disassemble the rear park brake shoes (Fig.

63).
CLEANING - REAR DRUM IN HAT BRAKE

Clean the individual brake components, including
the support plate exterior, with a water dampened
cloth or with brake cleaner. Do not use any other
cleaning agents. Remove light rust and scale from
the brake shoe contact pads on the support plate
with fine sandpaper.
INSPECTION - REAR DRUM IN HAT BRAKE

Fig. 61 BRAKE SHOES As a general rule, riveted brake shoes should be
replaced when worn to within 0.78 mm (1/32 in.) of
1 - SUPPORT PLATE
2 - PARK BRAKE SHOES the rivet heads. Bonded lining should be replaced
3 - EQUALIZER when worn to a thickness of 1.6 mm (1/16 in.).
4 - SPRINGS Examine the lining contact pattern to determine if
5 - HOLD DOWN CLIPS
6 - ADJUSTER the shoes are bent or the drum is tapered. The lining
should exhibit contact across its entire width. Shoes
OPERATION exhibiting contact only on one side should be
When the parking brake pedal is depressed the replaced and the drum checked for runout or taper
brake cable pulls the brake shoes outward against (Fig. 64).
SH OES (Cont inue d)
Fig. 63 BRAKE SHOES Fig. 64 BRAKE SHOES

1 - SUPPORT PLATE 1 - SUPPORT PLATE
2 - PARK BRAKE SHOES 2 - PARK BRAKE SHOES
3 - EQUALIZER 3 - EQUALIZER
4 - SPRINGS 4 - SPRINGS
5 - HOLD DOWN CLIPS 5 - HOLD DOWN CLIPS
6 - ADJUSTER 6 - ADJUSTER
Inspect the adjuster screw assembly. Replace the (4) Install the disc brake caliper (Refer to 5 -
assembly if the star wheel or threads are damaged, BRAKES/HYDRAULIC/MECHANICAL/DISC
or the components are severely rusted or corroded BRAKE CALIPERS - INSTALLATION).
(Fig. 64). (5) Install the tire and wheel assembly (Refer to 22
Discard the brake springs and retainer components - TIRES/WHEELS/WHEELS - STANDARD PROCE-
if worn, distorted or collapsed. Also replace the DURE).
springs if a brake drag condition had occurred. Over- (6) Lower the vehicle.
heating will distort and weaken the springs.
Inspect the brake shoe contact pads on the support
plate, replace the support plate if any of the pads are ADJ U ST M EN T S
worn or rusted through. Also replace the plate if it is
bent or distorted (Fig. 64). ADJUSTMENT - REAR DRUM IN HAT PARK
BRAKE (ROTOR REMOVED)
INSTALLATION Under normal circumstances, the only time adjust-
ment is required is when the shoes are replaced,
NOTE: On a new vehicle or after parking brake lin- removed for access to other parts, or when one or
ing replacement, it is recommended that the park- both rotors are replaced.
ing brake system be conditioned prior to use. This Adjustment can be made with a standard brake
is done by making one stop from 25 mph on dry gauge or with adjusting tool. Adjustment is per-
pavement or concrete using light to moderate force formed with the complete brake assembly installed
on the parking brake lever. on the backing plate.
(1) Reassemble the rear park brake shoes (Fig. 63). CAUTION: Before adjusting the park brake shoes be
(2) Adjust the rear brake shoes (Refer to 5 - sure that the park brake pedal is in the fully
BRAKES/PARKING BRAKE/SHOES - ADJUST- released position. If park brake pedal is not in the
MENTS). fully released position, the park brake shoes can
(3) Install the disc brake rotor (Refer to 5 - not be accurately adjusted.
INSTALLATION).
(1) Raise vehicle.
(2) Remove tire and wheel.
(3) Remove disc brake caliper from caliper adapter
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
DISC BRAKE CALIPERS - REMOVAL).
(4) Remove rotor from the axleshaft (Refer to 5 -
REMOVAL).
NOTE: When measuring the brake drum diameter,

the diameter should be measured in the center of
the area in which the park brake shoes contact the
surface of the brake drum.
(5) Using Brake Shoe Gauge, Special Tool C-3919, or

equivalent, accurately measure the inside diameter Fig. 66 READING PARK BRAKE DRUM DIAMETER
of the park brake drum portion of the rotor (Fig. 65). 1 - SPECIAL TOOL C-3919
2 - RULER
Fig. 65 MEASURING PARK BRAKE DRUM

DIAMETER Fig. 67 SETTING GAUGE TO PARK BRAKE SHOE
MEASUREMENT
(6) Using a ruler that reads in 64th of an inch,
1 - RULER
accurately read the measurement of the inside diam- 2 - SPECIAL TOOL C-3919
eter of the park brake drum from the special tool
(Fig. 66). (11) Install brake rotor on the axleshaft (Refer to 5
(7) Reduce the inside diameter measurement of - BRAKES/HYDRAULIC/MECHANICAL/ROTORS -
the brake drum that was taken using Special Tool INSTALLATION).
C-3919 by 1/64 of an inch. Reset Gauge, Brake Shoe, (12) Rotate rotor to verify that the park brake
Special Tool C-3919 or the equivalent used, so that shoes are not dragging on the brake drum. If park
the outside measurement jaws are set to the reduced brake shoes are dragging, remove rotor and back off
measurement (Fig. 67). star wheel adjuster one notch and recheck for brake
(8) Place Gauge, Brake Shoe, Special Tool C-3919, shoe drag against drum. Continue with the previous
or equivalent over the park brake shoes. The special step until brake shoes are not dragging on brake
tool must be located diagonally across at the top of drum.
one shoe and bottom of opposite shoe (widest point) (13) Install disc brake caliper on caliper adapter
of the park brake shoes. (Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
(9) Using the star wheel adjuster, adjust the park DISC BRAKE CALIPERS - INSTALLATION).
brake shoes until the lining on the park brake shoes (14) Install wheel and tire.
just touches the jaws on the special tool. (15) Tighten the wheel mounting nuts in the
(10) Repeat step 8 above and measure shoes in proper sequence until all nuts are torqued to half the
both directions. specified torque. Then repeat the tightening sequence
to the full specified torque of 129 Nm (95 ft. lbs.).
(16) Lower vehicle.
CAUTION: Before moving vehicle, pump brake (6) Rotate adjuster screw star wheel (move tool
pedal several times to ensure the vehicle has a firm handle upward) until slight drag can be felt when
enough pedal to stop the vehicle. wheel is rotated.
(7) Push and hold adjuster lever away from star
wheel with thin screwdriver.
NOTE: After parking brake lining replacement, it is (8) Back off adjuster screw star wheel until brake
recommended that the parking brake system be drag is eliminated.
conditioned prior to use. This is done by making (9) Repeat adjustment at opposite wheel. Be sure
one stop from 25 mph on dry pavement or concrete adjustment is equal at both wheels.
using light to moderate force on the parking brake (10) Install support plate access hole plugs.
hand lever. (11) Adjust parking brake cable and lower vehicle.
(12) Depress park brake lever and make sure park
(17) Road test the vehicle to ensure proper func-
brakes hold the vehicle staionary.
tion of the vehicles brake system.
(13) Release park brake lever.
ADJUSTMENT - WITH ADJUSTING TOOL
Adjustment can be made with a standard brake CABLES
gauge or with adjusting tool. Adjustment is per-
formed with the complete brake assembly installed
on the backing plate. REM OVAL
(1) Be sure parking brake lever is fully released.
(2) Raise vehicle so rear wheels can be rotated REMOVAL - DRUM BRAKES
freely. (1) Raise vehicle and loosen equalizer nuts until
(3) Remove plug from each access hole in brake rear cables are slack.
support plates. (2) Disengage cable from equalizer and remove
(4) Loosen parking brake cable adjustment nut cable.
until there is slack in front cable. (3) Remove cable bracket from upper suspension
(5) Insert adjusting tool through support plate arm (Fig. 69).
access hole and engage tool in teeth of adjusting (4) Remove rear wheel and brake drum.
screw star wheel (Fig. 68). (5) Remove secondary brake shoe and disconnect
cable from lever on brake shoe.
(6) Compress cable retainer with worm drive hose
clamp (Fig. 70) and remove cable from backing plate.
Fig. 68 Brake Adjustment

1 - STAR WHEEL
2 - LEVER Fig. 69 Parking Brake Cable Bracket
3 - BRAKE SHOE WEB 1 - UPPER SUSPENSION ARM
4 - SCREWDRIVER 2 - WIRING BRACKET
5 - ADJUSTING TOOL 3 - PARKING BRAKE CABLE BRACKET
6 - ADJUSTER SPRING
CABLES (Cont inue d)
Fig. 71 CABLE REMOVAL/INSTALLATION

1 - SUPPORT PLAT
2 - PARK BRAKE CABLE
3 - EQUALIZER
INSTALLATION - DISC BRAKES

(1) Install the brake cable to the brake lever.
(2) Install the cable to the axle bracket (Fig. 72).
(3) Install the cable to the equalizer (Fig. 72).
Fig. 70 Cable Retainer
(4) Install the cable to the front cable.
1 - CABLE RETAINER
2 - REAR CABLE
(5) Adjust the brake cable at the equalizer and
3 - WORM DRIVE HOSE CLAMP using the adjuster nut.
REMOVAL - DISC BRAKES

(2) Lockout the parking brake cable.
(3) Loosen the brake cable at the equalizer and
adjuster nut.
(4) Remove the cable from the front cable.
(5) Remove the cable from the equalizer.
(6) Remove the cable from the frame bracket.
(7) Remove the cable from the axle bracket.
(8) Remove the brake cable from the brake lever.
(Fig. 71)
I N STALLAT I ON
INSTALLATION - DRUM BRAKES
Fig. 72 REAR CABLE CONNECTED
(1) Install new cable in backing plate. Be sure
cable retainer is seated. 1 - BRAKE HOSE
2 - ACTUATOR LEVER
(2) Attach cable to lever on brake shoe and install 3 - PARK BRAKE CABLE
brake shoe on backing plate.
(3) Adjust brake shoes to drum with brake gauge.
(4) Install brake drum and wheel.
(5) Install cable/bracket on upper suspension arm.
(6) Engage cable in equalizer and install equalizer
nuts.
(7) Adjust parking brakes.
TJ BRAKES - ABS 5 - 39
BRAK ES - ABS
TABLE OF CONTENTS
page page
BRAKES - ABS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

DIAGNOSIS AND TESTING - ANTILOCK REAR WHEEL SPEED SENSOR
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 42
STANDARD PROCEDURE - BLEEDING ABS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . 40 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
SPECIFICATIONS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 43
T0RQUE CHART . . . . . . . . . . . . . . . . . . . . . . 40 HCU (HYDRAULIC CONTROL UNIT)
FRONT WHEEL SPEED SENSOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 43
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 41 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 41
G-SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 42
BRAK ES - ABS OPERATION

During normal braking, the master cylinder, power
DESCRIPTION booster and wheel brake units all function as they
The purpose of the antilock system is to prevent would in a vehicle without ABS. The HCU compo-
wheel lockup during periods of high wheel slip. Pre- nents are not activated.
venting lockup helps maintain vehicle braking action During antilock braking fluid pressure is modu-
and steering control. lated according to wheel speed, degree of slip and
The antilock CAB activates the system whenever rate of deceleration. A sensor at each wheel converts
sensor signals indicate periods of high wheel slip. wheel speed into electrical signals. These signals are
High wheel slip can be described as the point where transmitted to the CAB for processing and determi-
wheel rotation begins approaching 20 to 30 percent of nation of wheel slip and deceleration rate.
actual vehicle speed during braking. Periods of high The ABS system has three fluid pressure control
wheel slip occur when brake stops involve high pedal channels. The front brakes are controlled separately
pressure and rate of vehicle deceleration. and the rear brakes in tandem. A speed sensor input
Battery voltage is supplied to the CAB ignition ter- signal indicating a high slip condition activates the
minal when the ignition switch is turned to Run posi- CAB antilock program. Two solenoid valves are used
tion. The CAB performs a system initialization in each antilock control channel. The valves are all
procedure at this point. Initialization consists of a located within the HCU valve body and work in pairs
static and dynamic self check of system electrical to either increase, hold, or decrease apply pressure as
components. needed in the individual control channels. The sole-
The static check occurs after the ignition switch is noid valves are not static during antilock braking.
turned to Run position. The dynamic check occurs They are cycled continuously to modulate pressure.
when vehicle road speed reaches approximately 30 Solenoid cycle time in antilock mode can be mea-
kph (18 mph). During the dynamic check, the CAB sured in milliseconds.
briefly cycles the pump and solenoids to verify oper-
ation. DIAGNOSIS AND TESTING - ANTILOCK
If an ABS component exhibits a fault during ini- BRAKES
tialization, the CAB illuminates the amber warning The ABS brake system performs several self-tests
light and registers a fault code in the microprocessor every time the ignition switch is turned on and the
memory. vehicle is driven. The CAB monitors the systems
input and output circuits to verify the system is oper-
5 - 40 BRAKES - ABS TJ
BRAK ES - ABS (Cont inue d)
ating correctly. If the on board diagnostic system STANDARD PROCEDURE - BLEEDING ABS
senses that a circuit is malfunctioning the system
BRAKE SYSTEM
will set a trouble code in its memory.
ABS system bleeding requires conventional bleed-
NOTE: An audible noise may be heard during the ing methods plus use of the DRB scan tool. The pro-
self-test. This noise should be considered normal. cedure involves performing a base brake bleeding,
followed by use of the scan tool to cycle and bleed the
HCU pump and solenoids. A second base brake bleed-
NOTE: The MDS or DRB III scan tool is used to ing procedure is then required to remove any air
diagnose the ABS system. For additional informa- remaining in the system.
tion refer to the Antilock Brake section in Group (1) Perform base brake bleeding. Refer to base
8W. For test procedures refer to the Chassis Diag- brake section for procedure.
nostic Manual. (2) Connect scan tool to the Data Link Connector.
(3) Select ANTILOCK BRAKES, followed by MIS-
CELLANEOUS, then ABS BRAKES. Follow the
instructions displayed. When scan tool displays TEST
COMPLETE, disconnect scan tool and proceed.
(4) Perform base brake bleeding a second time.
Refer to base brake section for procedure.
(5) Top off master cylinder fluid level and verify
proper brake operation before moving vehicle.
SPECI FI CAT I ON S
T0RQUE CHART

G-Sensor 4-5 35-45
Sensor Bolt
G-Sensor 8-13 75-115
Bracket Bolt
Hydraulic Control Unit 6.5 57
Bracket to HCU Bolts
Hydraulic Control Unit 16-24 142-212
Body Bracket Bolts
HCU to Body Bracket
Bolts
Brake Lines
Controller Anitlock Brakes 7-9 60-80
Mounting Bolt
Wheel Speed Sensors 4-6 34-50
Front Mounting Bolt
Wheel Speed Sensors 12-14 106-124
Rear Mounting Bolt
FRON T WH EEL SPEED sensors have an air gap spacer attached to the sensor
pickup face. The spacer establishes correct air gap
SEN SOR when pressed against the tone ring during installa-
tion. As the tone ring rotates, it peels the spacer off
DESCRIPTION the sensor to create the required air gap. Rear sensor
A speed sensor is used at each wheel. The front air gap is 0.28-1.5 mm (0.011-0.059 in.).
sensors are mounted to the steering knuckles. The Sensor air gap measurement, or adjustment proce-
rear sensors are mounted to the rear brake backing dures are provided in this section. Refer to the front,
plate. or rear sensor removal and installation procedures as
required.
OPERATION
The sensors convert wheel speed into a small AC REMOVAL
electrical signal. This signal is transmitted to the (1) Raise vehicle and turn wheel outward to access
CAB. The CAB convert the AC signal into a digital the sensor.
signal for each wheel. This voltage is generated by (2) Disconnect sensor wire connector at harness
magnetic induction when a tone wheel passes by the plug.
stationary magnetic of the wheel speed sensor. (3) Remove sensor wire from mounting retainers.
A gear type tone ring serves as the trigger mecha- (4) Clean sensor and surrounding area with shop
nism for each sensor. The tone rings are mounted at towel before removal.
the outboard ends of the front and rear axle shafts. (5) Remove bolt attaching sensor to steering
Different sensors are used at the front and rear knuckle and remove sensor (Fig. 2).
wheels (Fig. 1). The front/rear sensors have the same
electrical values but are not interchangeable. The
sensors have a resistance between 900 and 1300
ohms.
Fig. 1 Typical Wheel Speed Sensors

1 - FRONT SENSOR
2 - REAR SENSOR
3 - PICKUP FACE Fig. 2 Front Wheel Speed Sensor
1 - WHEEL SPEED SENSOR PIGTAIL
FRONT SENSOR AIR GAP 2 - STEERING KNUCKLE
3 - TONE WHEEL
Front sensor air gap is fixed and not adjustable. 4 - FRONT WHEEL SPEED SENSOR
Only rear sensor air gap is adjustable.
Although front air gap is not adjustable, it can be INSTALLATION
checked if diagnosis indicates this is necessary. Front (1) If original sensor will be installed, wipe all
air gap should be 0.40 to 1.3 mm (0.0157 to 0.051 traces of old spacer material off sensor pickup face.
in.). If gap is incorrect, the sensor is either loose, or Use a dry shop towel for this purpose.
damaged. (2) Apply Mopar Lock N Seal or Loctite t 242 on
bolt that secures sensor in steering knuckle. Use new
REAR SENSOR AIR GAP sensor bolt if original bolt is worn or damaged.
A rear sensor air gap adjustment is only needed
when reinstalling an original sensor. Replacement
FRON T WH EEL SPEED SEN SOR (Cont inue d)
(3) Position sensor on steering knuckle. Seat sen- (3) Remove mounting bolts and remove switch
sor locating tab in hole in knuckle and install sensor (Fig. 4).
attaching bolt finger tight.
(4) Tighten sensor attaching bolt to 4-6 Nm (34-50
in. lbs.).
(5) If original sensor has been installed, check sen-
sor air gap. Air gap should be 0.40 to 1.3 mm (0.0157
to 0.051 in.). If gap is incorrect, sensor is either loose,
or damaged.
(6) Route sensor wire and install into mounting
retainers.
(7) Connect sensor wire to harness.
G-SWI T CH
DESCRIPTION
The G-switch is located in front of the console/
shifter mounted to a bracket on the floor pan. The Fig. 4 G-Switch
switch has directional arrow and must be mounted 1 - ACCELERATION SWITCH
with the arrow pointing towards the front of the 2 - MOUNTING BRACKET
vehicle.
INSTALLATION
OPERATION
The switch (Fig. 3) , provides an additional vehicle CAUTION: The mercury switch (inside the
deceleration reference during 4-wheel drive opera- G-switch), will not function properly if the switch is
tion. The switch is monitored by the CAB at all installed incorrectly. Verify that the switch locating
times. The switch reference signal is utilized by the arrow is pointing to the front of the vehicle (Fig. 3).
CAB when all wheels are decelerating at the same
(1) Position switch on mounting bracket.
speed.
(2) Install mounting bolts and tighten to 4-5 Nm
(35-45 in. lbs.)
(3) Connect harness to switch.
(4) Place carpet back into position.
REAR WH EEL SPEED SEN SOR

DESCRIPTION
A speed sensor is used at each wheel. The front
sensors are mounted to the steering knuckles. The
rear sensors are mounted to the rear brake backing
plate.
OPERATION
The sensors convert wheel speed into a small AC
electrical signal. This signal is transmitted to the
Fig. 3 G-Switch CAB. The CAB convert the AC signal into a digital
1 - SWITCH PART NUMBER signal for each wheel. This voltage is generated by
2 - ARROW INDICATES FRONT OF SWITCH FOR PROPER magnetic induction when a tone wheel passes by the
MOUNTING
stationary magnetic of the wheel speed sensor.
A gear type tone ring serves as the trigger mecha-
REMOVAL
nism for each sensor. The tone rings are mounted at
(1) From the drivers side lift carpet back in front
the outboard ends of the front and rear axle shafts.
of the console/shifter.
Different sensors are used at the front and rear
(2) Disconnect harness for switch.
wheels (Fig. 1). The front/rear sensors have the same
electrical values but are not interchangeable. The
REAR WH EEL SPEED SEN SOR (Cont inue d)
sensors have a resistance between 900 and 1300
ohms.
REMOVAL
(1) Disconnect sensors at rear harness connectors.
(3) Remove brake drum.
(4) Remove clips securing sensor wires to brake
lines, rear axle and, brake hose.
(5) Unseat sensor wire support plate grommet.
(6) Remove bolt attaching sensor to bracket (Fig.
5) and remove sensor. Fig. 6 Setting Air Gap On Original Rear Sensor
1 - WHEEL SPEED SENSOR
2 - BRASS FEELER GAUGE
3 - TONE RING
Fig. 5 Wheel Speed Sensor

1 - TONE WHEEL
2 - WHEEL SPEED SENSOR
Fig. 7 New Rear Sensor

INSTALLATION
1 - REAR SENSOR
(1) If original sensor is being installed, remove 2 - AIR GAP SPACER ATTACHED TO SENSOR FACE
any remaining pieces of cardboard spacer from sen-
sor pickup face. Use dry shop towel only to remove (9) Install brake drum and wheel and tire assem-
old spacer material. bly. (Refer to 22 - TIRES/WHEELS/WHEELS -
(2) Insert sensor wire through support plate hole. STANDARD PROCEDURE).
Then seat sensor grommet in support plate. (10) Lower vehicle.
(3) Apply Mopar Lock N Seal or Loctite t 242 to (11) Connect sensor wire to harness connector.
original sensor bolt. Use new bolt if original is worn
or damaged.
(4) Install sensor bolt finger tight only at this H CU (H Y DRAU LI C CON T ROL
time.
(5) If original rear sensor was installed, adjust
UNIT)
sensor air gap to 0.28-1.5 mm (0.011-0.059 in.). Use
feeler gauge to measure air gap (Fig. 6). Tighten sen- DESCRIPTION
sor bolt to 12-14 Nm (106-124 in. lbs.). The HCU consists of a valve body, pump motor,
(6) If new sensor was installed, push cardboard and wire harness.
spacer on sensor face against tone ring (Fig. 7). Then
tighten sensor bolt to 12-14 Nm (106-124 in. lbs.). OPERATION
Correct air gap will be established as tone ring Accumulators in the valve body store extra fluid
rotates and peels spacer off sensor face. released to the system for ABS mode operation. The
(7) Secure the rear sensor wires to the retainer pump provides the fluid volume needed and is oper-
clips. Verify that wire is clear of rotating components. ated by a DC type motor. The motor is controlled by
(8) Connect sensor wire to harness connector. the CAB.
H CU (H Y DRAU LI C CON T ROL U N I T ) (Cont inue d)
The valves modulate brake pressure during
antilock braking and are controlled by the CAB.
The HCU provides three channel pressure control
to the front and rear brakes. One channel controls
the rear wheel brakes in tandem. The two remaining
channels control the front wheel brakes individually.
During antilock braking, the solenoid valves are
opened and closed as needed. The valves are not
static. They are cycled rapidly and continuously to
modulate pressure and control wheel slip and decel-
eration.
During normal braking, the HCU solenoid valves
and pump are not activated. The master cylinder and
power booster operate the same as a vehicle without
an ABS brake system.
Fig. 8 CAB Harness Connector Release
During antilock braking, solenoid valve pressure
modulation occurs in three stages, pressure increase, 1 - CAB
2 - CAB HARNESS RELEASE
pressure hold, and pressure decrease. The valves are
all contained in the valve body portion of the HCU. (4) Remove brake lines from the HCU.
(5) Remove HCU/CAB mounting nuts and bolt
PRESSURE DECREASE (Fig. 9) and remove HCU/CAB.
The outlet valve is opened and the inlet valve is
closed during the pressure decrease cycle.
A pressure decrease cycle is initiated when speed
sensor signals indicate high wheel slip at one or
more wheels. At this point, the CAB closes the inlet
then opens the outlet valve, which also opens the
return circuit to the accumulators. Fluid pressure is
allowed to bleed off (decrease) as needed to prevent
wheel lock.
Once the period of high wheel slip has ended, the
CAB closes the outlet valve and begins a pressure
increase or hold cycle as needed.
PRESSURE HOLD
Both solenoid valves are closed in the pressure
hold cycle. Fluid apply pressure in the control chan-
Fig. 9 HCU/CAB Mounting
nel is maintained at a constant rate. The CAB main-
1 - HCU
tains the hold cycle until sensor inputs indicate a 2 - CAB
pressure change is necessary. 3 - HCU/CAB BRACKET
4 - MOTOR
PRESSURE INCREASE
The inlet valve is open and the outlet valve is INSTALLATION
closed during the pressure increase cycle. The pres-
sure increase cycle is used to counteract unequal NOTE: If the CAB is being replaced with a new CAB
wheel speeds. This cycle controls re-application of is must be reprogrammed with the use of a DRB III.
fluid apply pressure due to changing road surfaces or
wheel speed. (1) Install HCU/CAB on the mounting studs.
(2) Install mounting nuts and bolt. Tighten to 11.5
REMOVAL Nm (102 in. lbs.).
(3) Install brake lines to the HCU and tighten to
(1) Install prop rod on the brake pedal to keep
19 Nm (170 in. lbs.).
pressure on the brake system.
(4) Install wiring harness connector to the CAB and
(2) Remove negative battery cable from the bat-
push down on the release to secure the connector.
tery.
(5) Install negative battery cable to the battery.
(3) Pull up on the CAB harness connector release
(6) Bleed ABS brake system (Refer to 5 - BRAKES
(Fig. 8)and remove connector.
TJ CLUTCH 6-1
CLUTCH
page page
CLUTCH PILOT BEARING

WARNING ............ .................1 REMOVAL .............................8
DIAGNOSIS AND TESTING ................1 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
SPECIFICATIONS LINKAGE
CLUTCH . . . . . . . . . . . . .................5 REMOVAL .............................8
CLUTCH DISC INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
REMOVAL ............ .................6 MASTER CYLINDER
INSTALLATION . . . . . . . . . .................6 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
CLUTCH RELEASE BEARING CLUTCH PEDAL
REMOVAL ............ .................7 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . .................7 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
FLYWHEEL CLUTCH PEDAL POSITION SWITCH
DESCRIPTION . . . . . . . . . .................7 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
OPERATION . . . . . . . . . . . .................7 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DIAGNOSIS AND TESTING ................7 DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 11
CLU T CH release properly, remove and inspect the clutch com-

ponents. If the problem is noise or hard shifting, fur-
ther diagnosis may be needed as the transmission or
WARNING
another driveline component may be at fault.
WARNING: Exercise care when servicing clutch
NOTE: Vehicles equipped with a Dual Mass Fly-
components. Factory installed clutch discs do not
wheel may produce a rattle when the engine is shut
contain asbestos fibers. Dust and dirt on clutch
off. This noise is considered normal.
parts may contain asbestos fibers from aftermarket
components. Breathing excessive concentrations of
these fibers can cause serious bodily harm. Wear a CLUTCH CONTAMINATION
respirator during service and never clean clutch Fluid contamination is a frequent cause of clutch
components with compressed air or with a dry malfunctions. Oil, water or clutch fluid on the clutch
brush. Either clean the components with water disc and pressure plate surfaces will cause chatter,
dampened rags or use a vacuum cleaner specifi- slip and grab. Inspect components for oil, hydraulic
cally designed to remove asbestos fibers and dust. fluid or water/road splash contamination.
Do not create dust by sanding a clutch discs. Oil contamination indicates a leak at either the
Replace the disc if the friction material is damaged. rear main seal or transmission input shaft. Clutch
Dispose of all dust and dirt containing asbestos fluid leaks are usually from damaged slave cylinder
fibers in sealed bags or containers. This will mini- push rod seals. Heat buildup caused by slippage
mize exposure to yourself and to others. Follow all between the pressure plate, disc and flywheel can
recommended safety practices prescribed by the bake the oil residue onto the components. The glaze-
occupational safety and health administration like residue ranges in color from amber to black.
(OSHA) and the environmental safety agency (EPA), Road splash contamination is dirt/water entering
for the handling and disposal of products contain- the clutch housing due to loose bolts, housing cracks.
ing asbestos. Failure to follow these instructions Driving through deep water puddles can force water/
may result in personal injury or death road splash into the housing through such openings.
IMPROPER RELEASE OR CLUTCH ENGAGEMENT

DIAGNOSIS AND TESTING Clutch release or engagement problems are caused
Drive the vehicle at normal speeds. Shift the trans-
by wear or damage clutch components. A visual
mission through all gear ranges and observe clutch
inspection of the release components will usually
action. If the clutch chatters, grabs, slips or does not
reveal the problem part.
6-2 CLUTCH TJ
CLU T CH (Cont inue d)
Release problems can result in hard shifting and mm (0.003 in.). Measure runout at the outer edge of
noise. Look for leaks at the clutch cylinders and the flywheel face with a dial indicator. Mount the
interconnecting line and loose slave cylinder bolts. indicator on a stud installed in place of one of the fly-
Also worn/loose release fork, pivot stud, clutch disc, wheel bolts.
pressure plate or release bearing. Common causes of runout are:
Engagement problems can result in slip, chatter/ heat warpage
shudder and noisy operation. The causes may be improper machining
clutch disc contamination, wear, distortion or fly- incorrect bolt tightening
wheel damage. Visually inspect to determine the improper seating on crankshaft flange shoulder
actual cause of the problem. foreign material on crankshaft flange
Flywheel machining is not recommended. The fly-
CLUTCH MISALIGNMENT wheel clutch surface is machined to a unique contour
Clutch components must be in proper alignment and machining will negate this feature. Minor fly-
with the crankshaft and transmission input shaft. wheel scoring can be cleaned up by hand with 180
Misalignment caused by excessive runout or warpage grit emery or with surface grinding equipment.
of any clutch component will cause grab, chatter and Remove only enough material to reduce scoring
improper clutch release. (approximately 0.001 - 0.003 in.). Heavy stock
removal is not recommended. Replace the flywheel
PRESSURE PLATE AND DISC RUNOUT if scoring is severe and deeper than 0.076 mm (0.003
Check the clutch disc before installation. Axial in.). Excessive stock removal can result in flywheel
(face) runout of a new disc should not exceed 0.50 cracking or warpage after installation; it can also
mm (0.020 in.). Measure runout about 6 mm (1/4 in.) weaken the flywheel and interfere with proper clutch
from the outer edge of the disc facing. Obtain release.
another disc if runout is excessive. Clean the crankshaft flange before mounting the
Check condition of the clutch before installation. A flywheel. Dirt and grease on the flange surface may
warped cover or diaphragm spring will cause grab cock the flywheel causing excessive runout. Use new
and incomplete release or engagement. Be careful bolts when remounting a flywheel and secure the
when handling the cover and disc. Impact can distort bolts with Mopar Lock And Seal or equivalent.
the cover, diaphragm spring, release fingers and the Tighten flywheel bolts to specified torque only. Over-
hub of the clutch disc. tightening can distort the flywheel hub causing
Use an alignment tool when positioning the disc on runout.
the flywheel. The tool prevents accidental misalign-
ment which could result in cover distortion and disc DIAGNOSIS CHART
damage. The diagnosis charts Diagnosis Chart describe
A frequent cause of clutch cover distortion (and common clutch problems, causes and correction. Con-
consequent misalignment) is improper bolt tighten- ditions, causes and corrective action are outlined in
ing. the indicated columns.
FLYWHEEL RUNOUT
Check flywheel runout whenever misalignment is
suspected. Flywheel runout should not exceed 0.08
TJ CLUTCH 6-3
DI AGN OSI S CH ART
Disc facing worn out 1. Normal wear. 1. Replace cover and disc.
2. Driver frequently rides (slips) the 2. Replace cover and disc.

clutch. Results in rapid overheating
and wear.
3. Insufficient clutch cover 3. Replace cover and disc.
diaphragm spring tension.
Clutch disc facing contaminated with 1. Leak at rear main engine seal or 1. Replace appropriate seal.
oil, grease, or clutch fluid. transmission input shaft seal.
2. Excessive amount of grease 2. Remove grease and apply the

applied to the input shaft splines. correct amount of grease.
3. Road splash, water entering 3. Replace clutch disc. Clean clutch
housing. cover and reuse if in good condition.
4. Slave cylinder leaking. 4. Replace hydraulic clutch linkage.
Clutch is running partially 1. Release bearing sticking or 1. Verify failure. Replace the release
disengaged. binding and does not return to the bearing and transmission front
normal running position. bearing retainer as necessary.
Flywheel below minimum thickness 1. Improper flywheel machining. 1. Replace flywheel.

specification. Flywheel has excessive taper or
excessive material removal.
Clutch disc, cover and/or diaphragm 1. Rough handling. Impact bent 1. Replace disc or cover as
spring warped or distorted. cover, spring, or disc. necessary.
2. Improper bolt tightening 2. Tighten clutch cover using proper

procedure. procedure.
Facing on flywheel side of disc torn, 1. Flywheel surface scored or 2. Correct surface condition if
gouged, or worn. nicked. possible. Replace flywheel and disc
as necessary.
2. Clutch disc sticking or binding on 2. Lubricate splines with high

transmission input shaft. temperature graese.
Clutch disc facing burnt. Flywheel 1. Frequent operation under high 1. Correct condition of flywheel and
and cover pressure plate surfaces loads or hard acceleration pressure plate surface. Replace
heavily glazed. conditions. clutch cover and disc. Alert driver to
problem cause.
2. Driver frequently rides (slips) 2. Correct condition of flywheel and
clutch. Results in rapid wear and pressure plate surface. Replace
overheating of disc and cover. clutch cover and disc. Alert driver to
problem cause.
6-4 CLUTCH TJ
Clutch disc binds on input shaft 1. Clutch disc hub splines damaged 1. Clean, smooth, and lubricate hub
splines. during installation. splines if possible. Replace disc if
necessary.
2. Input shaft splines rough, 2. Clean, smooth, and lubricate

damaged, or corroded. shaft splines if possible. Replace
input shaft if necessary.
Clutch disc rusted to flywheel and/or 1. Clutch not used for and extended 1. Sand rusted surfaces with 180
pressure plate. period of time (e.g. long term grit sanding paper. Replace clutch
vehicle storage). cover and flywheel if necessary.
Pilot bearing seized, loose, or rollers 1. Bearing cocked during 1. Install and lubricate a new
are worn. installation. bearing.
2. Bearing defective. 2. Install and lubricate a new

bearing.
3. Bearing not lubricated. 3. Install and lubricate a new
bearing.
4. Clutch misalignment. 4. Inspect clutch and correct as
necessary. Install and lubricate a
new bearing.
Clutch will not disengage properly. 1. Low clutch fluid level. 1. Replace hydraulic linkage
assembly.
2. Clutch cover loose. 2. Follow proper bolt tightening

procedure.
3. Clutch disc bent or distorted. 3. Replace clutch disc.
4. Clutch cover diaphragm spring 4. Replace clutch cover.
bent or warped.
5. Clutch disc installed backwards. 5. Remove and install clutch disc
correctly.
6. Release fork bent or fork pivot 6. Replace fork or pivot as
loose or damaged. necessary.
7. Clutch master or slave cylinder 7. Replace hydraulic linkage
failure. assembly.
Clutch pedal squeak. 1. Pivot pin loose. 1. Tighten pivot pin if possible.
Replace clutch pedal if necessary.
2. Master cylinder bushing not 2. Lubricate master cylinder

lubricated. bushing.
3. Pedal bushings worn out or 3. Replace and lubricate bushings.
cracked.
Clutch master or slave cylinder 1. Master or slave cylinder 1. Replace clutch hydraulic linkage
plunger dragging andr binding components worn or corroded. assembly.
Release bearing is noisy. 1. Release bearing defective or 1. Replace release bearing.

damaged.
TJ CLUTCH 6-5
Contact surface of release bearing 1. Clutch cover incorrect or release 1. Replace clutch cover and release
damaged. fingers bent or distorted. bearing.
2. Release bearing defective or 2. Replace the release bearing.

damaged.
3. Release bearing misaligned. 3. Check and correct runout of
clutch components. Check front
bearing sleeve for damage/
alignment. Repair as necessary.
Partial engagement of clutch disc. 1. Clutch pressure plate position 1. Replace clutch disc and cover.
One side of disc is worn and the incorrect.
other side is glazed and lightly 2. Clutch cover, spring, or release 2. Replace clutch disc and cover.
worn. fingers bent or distorted.
3. Clutch disc damaged or 2. Replace clutch disc.
distorted.
4. Clutch misalignment. 4. Check alignment and runout of
flywheel, disc, pressure plate, andr
clutch housing. Correct as
necessary.
SPECI FI CAT I ON S
CLUTCH

Clutch Cover Bolts - 2.4L 31 23 -
Clutch Cover Bolts - 4.0L 50 37 -
Clutch Cylinder Bolts 23 - 200
Clutch Housing to Engine
75 55 -
Bolts
Clutch Housing to Trans
46 34 -
Bolts
Dust Shield Bolts 50 37 -
Flywheel Bolts - 2.4L 95 70 -
Flywheel Bolts - 4.0L 142 105 -
Crossmember Frame
41 30 -
Bolts
6-6 CLUTCH TJ
CLU T CH DI SC
REMOVAL
(1) Remove transmission.
(2) Mark position of pressure plate on flywheel for
installation reference, if original pressure plate will
be reused.
(3) Remove pressure plate bolts and remove cover
and disc (Fig. 1).
CAUTION: If original pressure plate will be reused,

loosen cover bolts evenly in rotation to relieve
spring tension equally. Failure to heed caution may
result in damage.
Fig. 2 ALIGNING CLUTCH DISC

1 - FLYWHEEL
2 - PRESSURE PLATE AND DISC
3 - ALIGNMENT TOOL
(5) Position pressure plate over disc and on fly-

wheel (Fig. 2).
NOTE: Align reference marks if pressure plate is

reused.
(6) Install clutch cover bolts finger tight.

(7) Tighten cover bolts evenly and in rotation a
few threads at a time. Tightening bolts to:
Fig. 1 CLUTCH DISC AND PRESSURE PLATE 2.5L Engine - 31 Nm (23 ft. lbs.)
1 - DISC 4.0L Engine - 50 Nm (37 ft. lbs.)
2 - PRESSURE PLATE
3 - PRESSURE PLATE COVER CAUTION: Cover bolts must be tightened evenly
4 - FLYWHEEL SIDE STAMPED ON THIS SURFACE and to specified torque. Failure to heed caution
INSTALLATION
(1) Lightly sand flywheel face with 180 grit emery (8) Lightly coat clutch disc hub and transmission
cloth. Then clean surface with a wax and grease input shaft splines with Mopar high temperature
remover. bearing grease or equivalent.
(2) Lubricate pilot bearing with Mopar high tem-
perature bearing grease. CAUTION: Over lubricating shaft splines will result
(3) Position clutch disc on flywheel with side in grease contamination of disc. Failure to heed
marked flywheel positioned against flywheel. caution may result in damage.
NOTE: If disc is not marked, flat side of disc hub (9) Install transmission.
goes towards the flywheel.
(4) Insert alignment tool through disc and into the

pilot bearing on the flywheel (Fig. 2).
TJ CLUTCH 6-7
CLU T CH RELEASE BEARI N G

REMOVAL
(2) Disconnect release bearing from release lever
and remove bearing (Fig. 3).
(3) Inspect bearing slide surface of transmission
front bearing retainer. Replace retainer if slide sur-
face is scored, worn or cracked.
(4) Inspect release fork and fork pivot. Verify pivot
is secure and in good condition, fork is not distorted
or worn and retainer spring is not bent or damaged.
Fig. 4 FLYWHEEL
1 - CRANKSHAFT
2 - RING GEAR
3 - FLYWHEEL
DUAL MASS FLYWHEEL

The Dual Mass Flywheel is used on the 2.4L
engine (Fig. 5). The flywheel incorporates the ring
gear to mesh with the starter. The primary flywheel
side is bolted to the crankshaft. The secondary fly-
wheel face serves as the driving member to the
clutch disc. Internal springs between the flywheels
are use to dampen energy.
Fig. 3 RELEASE BEARING
1 - RETAINER SPRING OPERATION
2 - PIVOT BALL STUD The flywheel serves to dampen the engine firing
3 - CLUTCH HOUSING
4 - RELEASE FORK pulses. The heavy weight of the flywheel relative to
5 - RELEASE BEARING the rotating mass of the engine components serves to
stabilize the flow of power to the remainder of the
INSTALLATION drivetrain. The crankshaft has the tendency to
(1) Lubricate crankshaft pilot bearing, input shaft attempt to speed up and slow down in response to
splines, bearing retainer slide surface, fork pivot and the cylinder firing pulses. The flywheel dampens
release fork pivot surface. Lubricate with Mopar high these impulses by absorbing energy when the crank-
temperature bearing grease or equivalent. shaft speeds and releasing the energy back into the
(2) Install new release bearing. Verify bearing is system when the crankshaft slows down.
properly secured to release fork. On a Dual Mass Flywheel the additional secondary
(3) Install transmission. mass coupled to the transmission lowers the natural
frequency of the transmission rotating elements. This
decreases the transmission gear rattle. The damper
FLY WH EEL springs between the two flywheel masses replace the
clutch disc damper springs and assist in a smooth
DESCRIPTION transfer of torque to the transmission.
STANDARD FLYWHEEL CAUTION: The Dual Mass Flywheel is serviced as

The standard flywheel is used on the 4.0L engine. an assembly only and should never be taken apart.
The flywheel (Fig. 4) is a heavy plate bolted to the Failure to heed caution may result in damage.
rear of the crankshaft. The flywheel incorporates the
ring gear to mesh with the starter. The rear face of
the flywheel serves as the driving member to the DIAGNOSIS AND TESTING
clutch disc. Check flywheel runout whenever misalignment is
suspected. Flywheel runout should not exceed 0.08
mm (0.003 in.). Measure runout at the outer edge of
6-8 CLUTCH TJ
FLY WH EEL (Cont inue d)
Tighten flywheel bolts to specified torque only. Over-
tightening can distort the flywheel hub causing
runout.
PI LOT BEARI N G
REMOVAL
(2) Remove pressure plate and clutch disc.
(3) Remove pilot bearing with an internal (blind
hole) puller.
INSTALLATION
(1) Lubricate new bearing with Mopar high tem-
perature bearing grease or equivalent.
(2) Start new bearing into crankshaft by hand.
Then seat bearing with clutch alignment tool (Fig. 6).
Fig. 5 DUAL MASS FLYWHEEL

1 - LOCATING STUD
2 - BEARING
3 - SECONDARY FLYWHEEL
4 - DAMPER SPRING
5 - RING GEAR
6 - PRIMARY FLYWHEEL
7 - FRICTION DISC
the flywheel face with a dial indicator. Mount the

indicator on a stud installed in place of one of the fly-
wheel bolts.
Common causes of runout are:
heat warpage Fig. 6 PILOT BEARING INSTALLER
improper machining
1 - PILOT BEARING
incorrect bolt tightening 2 - ALIGNMENT TOOL
improper seating on crankshaft flange shoulder
foreign material on crankshaft flange (3) Lightly scuff sand flywheel surface with 180
Flywheel machining is not recommended. The fly- grit emery cloth. Then clean surface with wax and
wheel clutch surface is machined to a unique contour grease remover.
and machining will negate this feature. Minor fly- (4) Install clutch disc and pressure plate.
wheel scoring can be cleaned up by hand with 180 (5) Install transmission.
grit emery or with surface grinding equipment.
Remove only enough material to reduce scoring
(approximately 0.001 - 0.003 in.). Heavy stock LI N K AGE
removal is not recommended. Replace the flywheel
if scoring is severe and deeper than 0.076 mm (0.003 REMOVAL
in.). Excessive stock removal can result in flywheel
cracking or warpage after installation; it can also NOTE: Clutch master cylinder, slave cylinder and
weaken the flywheel and interfere with proper clutch connecting line are serviced as an assembly only.
release. Components cannot be overhauled or serviced sep-
Clean the crankshaft flange before mounting the arately. Cylinders and connecting line are sealed
flywheel. Dirt and grease on the flange surface may units.
cock the flywheel causing excessive runout. Use new
bolts when remounting a flywheel and secure the Removal/installation procedures for right and left
bolts with Mopar Lock And Seal or equivalent. hand drive models are basically the same.
TJ CLUTCH 6-9
LI N K AGE (Cont inue d)
hoist
(2) Remove fasteners attaching slave cylinder to
clutch housing.
(3) Remove slave cylinder from clutch housing
(Fig. 7).
(4) Disengage clutch fluid line from body clips.
(5) Lower vehicle.
(6) Verify clutch master cylinder reservoir cap is
tight.
(7) Remove clutch master cylinder attaching nuts
(Fig. 7) or (Fig. 8).
(8) Disengage captured bushing on clutch master
cylinder actuator from pivot pin on pedal arm.
(9) Slide actuator off pivot pin.
(10) Disconnect clutch interlock safety switch
wires. Fig. 8 CLUTCH LINKAGE - RHD
(11) Remove clutch hydraulic linkage through 1 - DASH PANEL
engine compartment. 2 - FLUID LINE
3 - CLIP
4 - HOLD DOWN STRAP
5 - CLUTCH MASTER CYLINDER
6 - CAPTURED BUSHING
(2) Position connecting line and slave cylinder

downward past engine and next to clutch housing.
(3) Position clutch master cylinder on dash panel.
(4) Install clutch master cylinder actuator on
clutch pedal pivot pin.
(5) Install clutch master cylinder and tighten nuts
to 38 Nm (28 ft. lbs.).
(6) Insert slave cylinder push rod through clutch
housing opening and into release lever. Be sure cap
on end of rod is securely engaged in lever. Check this
before installing cylinder attaching nuts.
(7) Install slave cylinder and tighten nuts to 23
Nm (17 ft. lbs.).
Fig. 7 CLUTCH LINKAGE - LHD
(8) Secure clutch fluid line in body and transmis-
1 - CLUTCH HOUSING
2 - FLUID LINE
sion clips.
3 - BRACKET (9) Connect clutch interlock safety switch wires.
4 - FLUID LINE
5 - CLIP
7 - CLUTCH SLAVE CYLINDER M AST ER CY LI N DER
8 - CLUTCH MASTER CYLINDER
9 - DASH PANEL
INSPECTION
The clutch fluid reservoir, master cylinder, slave
INSTALLATION cylinder and fluid lines are pre-filled at the factory.
The hydraulic system should not require additional
NOTE: Clutch master cylinder, slave cylinder and
fluid under normal circumstances. The reservoir fluid
connecting line are serviced as an assembly only.
level increases as clutch wear occurs.
Components cannot be overhauled or serviced sep-
arately. Cylinders and connecting line are sealed CAUTION: Do not overfill or removing fluid from the
units. reservoir. Failure to heed caution may result in
damage.
Removal/installation procedures for right and left
hand drive models are basically the same. Wipe reservoir and cover clean. Remove cap and
(1) Tighten clutch master cylinder cap. diaphragm, fluid level should not be above indicator
ring located on the outside of the reservoir.
6 - 10 CLUTCH TJ
CLU T CH PEDAL
REMOVAL
(1) Remove steering column lower cover and knee
blocker for access.
(2) Disconnect clutch pedal position switch wires.
(3) Disengage captured bushing lock tabs attach-
ing clutch master cylinder actuator to pedal pivot
(Fig. 9) or (Fig. 10).
(4) Remove nuts attaching pedal and bracket to
dash panel and upper cowl support (Fig. 9) or (Fig.
10).
(5) Separate pedal assemble from vehicle.
Fig. 10 CLUTCH PEDAL MOUNTING - RHD

1 - CLUTCH CYLINDER ACTUATOR
3 - UPPER COWL SUPPORT
4 - PIVOT
5 - CLUTCH PEDAL
6 - BRACKET
7 - DASH PANEL
NOTE: Switch is serviced with clutch master cylin-

der only.
Fig. 9 CLUTCH PEDAL MOUNTING - LHD

1 - CLUTCH CYLINDER ACTUATOR
3 - UPPER COWL SUPPORT
4 - PIVOT
5 - CLUTCH PEDAL
6 - BRACKET
7 - DASH PANEL
INSTALLATION
(1) Place clutch pedal and bracket over studs on
dash panel and cowl support. Install nuts and
(2) Engage captured bushing and actuator on
brake pedal pivot.
(3) Connect clutch pedal position switch wires.
CLU T CH PEDAL POSI T I ON

SWI T CH
DESCRIPTION
The Clutch Pedal Position Switch (CPPS) is located Fig. 11 CLUTCH PEDAL POSITION SWITCH (CPPS)
under the instrument panel, attached to the clutch 1 - INSTRUMENT PANEL
master cylinder push rod (Fig. 11). The wiring har- 2 - SWITCH WIRING HARNESS
3 - CLUTCH PEDAL POSITION SWITCH
ness connector is inside of the vehicle under the left 4 - CLUTCH MASTER CYLINDER
side of the instrument panel (Fig. 12).
TJ CLUTCH 6 - 11
CLU T CH PEDAL POSI T I ON SWI T CH (Cont inue d)

(1) Disconnect 2-wire switch connector under
instrument panel (Fig. 13).
Fig. 12 CPPS ELECTRICAL CONNECTION

1 - CPPS CONNECTION TO MAIN HARNESS
OPERATION Fig. 13 CPPS ELECTRICAL CONNECTION

The clutch pedal position switch is used to prevent
1 - CPPS CONNECTION TO MAIN HARNESS
starter motor engagement unless the clutch pedal is
depressed. An input from this switch is also used to (2) Check switch continuity with an ohmmeter
either shut down/prevent operation of the speed con- while operating clutch pedal.
trol system when pedal is depressed. Pedal Depressed - Continuity
Pedal Released - No Continuity
(3) If continuity is not present or always present,
replace clutch master cylinder. Switch is not serviced
separately.
TJ COOLING 7-1
COOLING
page page
COOLING STANDARD PROCEDURE - REFILLING

DESCRIPTION COOLING SYSTEM - 2.4L . . . . . . . . . . . . . . . 11
DESCRIPTION - COOLING SYSTEM 2.4L STANDARD PROCEDURE - COOLANT
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . 11
DESCRIPTION - 4.0L ENGINE . . . . . . . . . . . . . 1 STANDARD PROCEDURE - COOLING
DESCRIPTION - HOSE CLAMPS . . . . . . . . . . . 2 SYSTEM - DRAINING . . . . . . . . . . . . . . . . . . . 11
OPERATION - HOSE CLAMPS . . . . . . . . . . . . . . 2 STANDARD PROCEDURE - COOLING
DIAGNOSIS AND TESTING SYSTEM - REFILLING . . . . . . . . . . . . . . . . . . 12
ON-BOARD DIAGNOSTICS - OBD . . . . . . . . . . 2 STANDARD PROCEDURE - COOLING
DIAGNOSIS AND TESTING - PRELIMINARY SYSTEM - REVERSE FLUSHING . . . . . . . . . . 12
CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SPECIFICATIONS
DIAGNOSIS AND TESTING - COOLING TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
SYSTEM - TESTING FOR LEAKS . . . . . . . . . . 9 SPECIAL TOOLS
DIAGNOSIS AND TESTING - RADIATOR COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
COOLANT FLOW CHECK . . . . . . . . . . . . . . . 10 ACCESSORY DRIVE . . . . . . . . . . . . . . . . . . . . . . 14
STANDARD PROCEDURE ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
STANDARD PROCEDURE - DRAINING TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . 44
COOLING SYSTEM - 2.4L . . . . . . . . . . . . . . . 10
COOLI N G
DESCRI PT I ON
DESCRIPTION - COOLING SYSTEM 2. 4L
ENGINE
The cooling system consists of the following items:
Electric cooling fan - Standard.
Radiator
Hot bottle pressure cap
Thermostat
Coolant reserve/overflow system
Radiator in-tank transmission oil cooler (if
equipped with an automatic transmission)
Coolant
Water pump
Hoses and hose clamps
DESCRIPTION - 4. 0L ENGINE
The cooling system (Fig. 1) is designed to maintain
engine temperature at an efficient level during all
engine operating conditions.
The components of the cooling system are:
A heavy duty radiator
Cooling fan (mechanical)
Thermal viscous fan drive Fig. 1 Coolant Circulation - 4.0L Engine
Fan shroud 1 - FROM THERMOSTAT
2 - TO WATER PUMP
Radiator pressure cap 3 - RADIATOR
7-2 COOLING TJ
COOLI N G (Cont inue d)
Thermostat
Coolant reserve/overflow system
Automatic transmission oil cooler (internal to
radiator)
Coolant
Water pump
Coolant hoses and clamps
DESCRIPTION - HOSE CLAMPS

The cooling system utilizes both worm drive and
spring type hose clamps. If a spring type clamp
replacement is necessary, replace with the original
Mopart equipment spring type clamp.
CAUTION: A number or letter is stamped into the

tongue of constant tension clamps. If replacement
Fig. 3 Hose Clamp Tool
is necessary, use only a original equipment clamp
with matching number or letter (Fig. 2). 1 - HOSE CLAMP TOOL 6094
2 - HOSE CLAMP
DI AGN OSI S AN D T EST I N G

ON-BOARD DIAGNOSTICS - OBD
COOLING SYSTEM RELATED DIAGNOSTICS
The Powertrain Control Module (PCM) has been
programmed to monitor the certain following cooling
system components:
If the engine has remained cool for too long a
period, such as with a stuck open thermostat, a Diag-
nostic Trouble Code (DTC) can be set.
If an open or shorted condition has developed in
the relay circuit controlling the electric radiator fan,
a Diagnostic Trouble Code (DTC) can be set.
If the problem is sensed in a monitored circuit
often enough to indicate an actual problem, a DTC is
stored. The DTC will be stored in the PCM memory
Fig. 2 Spring Clamp Size Location for eventual display to the service technician.
1 - SPRING CLAMP SIZE LOCATION
ACCESSING DIAGNOSTIC TROUBLE CODES
OPERATION - HOSE CLAMPS To read DTCs and to obtain cooling system data,
The worm type hose clamp uses a specified torque (Refer to 25 - EMISSIONS CONTROL - DESCRIPTION).
value to maintain proper tension on a hose connec-
tion. DIAGNOSIS AND TESTING - PRELIMINARY
The spring type hose clamp applies constant ten- CHECKS
sion on a hose connection. To remove a spring type
hose clamp, use Special Tool 6094 or equivalent, con- ENGINE COOLING SYSTEM OVERHEATING
stant tension clamp pliers (Fig. 3) to compress the Establish what driving conditions caused the com-
hose clamp. plaint. Abnormal loads on the cooling system such as
the following may be the cause:
Prolonged idle
Very high ambient temperature
Slight tail wind at idle
Slow traffic
Traffic jams
High speed or steep grades
Driving techniques that avoid overheating are:
TJ COOLING 7-3
Idle with A/C off when temperature gauge is at RECENT SERVICE OR ACCIDENT REPAIR:
end of normal range. Determine if any recent service has been per-
Increasing engine speed for more air flow is rec- formed on vehicle that may effect cooling system.
ommended. This may be:
Engine adjustments (incorrect timing)
TRAILER TOWING: Slipping engine accessory drive belt(s)
Consult Trailer Towing section of owners manual. Brakes (possibly dragging)
Do not exceed limits. Changed parts. Incorrect water pump or pump
rotating in wrong direction due to belt not correctly
AIR CONDITIONING; ADD-ON OR AFTER MARKET: routed
A maximum cooling package should have been Reconditioned radiator or cooling system refill-
ordered with vehicle if add-on or after market A/C is ing (possibly under filled or air trapped in system).
installed. If not, maximum cooling system compo-
nents should be installed for model involved per NOTE: If investigation reveals none of the previous
manufacturers specifications. items as a cause for an engine overheating com-
plaint, refer to COOLING SYSTEM DIAGNOSIS
CHART BELOW.
These charts are to be used as a quick-reference

only. Refer to COOLING SYSTEM DIAGNOSIS
CHART
COOLI N G SY ST EM DI AGN OSI S CH ART
TEMPERATURE GAUGE READS 1. Has a Diagnostic Trouble Code 1. (Refer to 25 - EMISSIONS

LOW (DTC) been set indicating a stuck CONTROL - DESCRIPTION) for
open thermostat? On-Board Diagnostics and DTC
information. Replace thermostat if
necessary.
2. Is the temperature sending unit 2. Check the temperature sensor

connected? connector. (Refer to 8 - ELECTRICAL/
INSTRUMENT CLUSTER -
SCHEMATIC - ELECTRICAL) Repair
connector if necessary.
3. Is the temperature gauge operating 3. Check gauge operation. (Refer to 8
OK? - ELECTRICAL/INSTRUMENT
CLUSTER/ENGINE TEMPERATURE
GAUGE - DESCRIPTION). Repair as
necessary.
4. Coolant level low in cold ambient 4. Check coolant level in the coolant
temperatures accompanied with poor reserve/overflow tank or degas bottle
heater performance. and the radiator. Inspect system for
leaks. Repair leaks as necessary.
Refer to the Coolant section of the
manual text for WARNINGS and
CAUTIONS associated with removing
the radiator cap.
5. Improper operation of internal 5. Inspect heater and repair as
heater doors or heater controls. necessary. (Refer to 24 - HEATING &
AIR CONDITIONING - DIAGNOSIS
AND TESTING) for procedures.
7-4 COOLING TJ
TEMPERATURE GAUGE READS 1. Trailer is being towed, a steep hill 1. This may be a temporary condition
HIGH OR THE COOLANT WARNING is being climbed, vehicle is operated and repair is not necessary. Turn off
LAMP ILLUMINATES. COOLANT in slow moving traffic, or engine is the air conditioning and attempt to
MAY OR MAY NOT BE LOST OR being idled with very high ambient drive the vehicle without any of the
LEAKING FROM THE COOLING (outside) temperatures and the air previous conditions. Observe the
SYSTEM conditioning is on. Higher altitudes temperature gauge. The gauge should
could aggravate these conditions. return to the normal range. If the
gauge does not return to the normal
range, determine the cause for
overheating and repair. Refer to
Possible Causes (2-18).
2. Is the temperature gauge reading 2. Check gauge. (Refer to 8 -
correctly? ELECTRICAL/INSTRUMENT
CLUSTER - SCHEMATIC -
ELECTRICAL). Repair as necessary.
3. Is the temperature warning 3. (Refer to 8 - ELECTRICAL/
illuminating unnecessarily? INSTRUMENT CLUSTER -
SCHEMATIC - ELECTRICAL).
4. Coolant low in coolant reserve/ 4. Check for coolant leaks and repair
overflow tank and radiator? as necessary. (Refer to 7 - COOLING
- DIAGNOSIS AND TESTING).
5. Pressure cap not installed tightly. If 5. Tighten cap
cap is loose, boiling point of coolant
will be lowered. Also refer to the
following Step 6.
6. Poor seals at the radiator cap. 6. (a) Check condition of cap and cap
seals. Refer to Radiator Cap. Replace
cap if necessary.
(b) Check condition of radiator filler
neck or degas bottle. If neck is bent
or damaged, replace radiator or
degas bottle.
7. Coolant level low in radiator but 7. (a) Check condition of radiator cap
not in coolant reserve/overflow tank. and cap seals. Refer to Radiator Cap
This means the radiator is not in this Group. Replace cap if
drawing coolant from the coolant necessary.
reserve/overflow tank as the engine (b) Check condition of radiator filler
cools neck. If neck is bent or damaged,
replace radiator.
(c) Check condition of the hose from
the radiator to the coolant tank. It
should fit tight at both ends without
any kinks or tears. Replace hose if
necessary.
(d) Check coolant reserve/overflow
tank and tanks hoses for blockage.
Repair as necessary.
8. Incorrect coolant concentration 8. Check coolant. (Refer to
LUBRICATION & MAINTENANCE/
FLUID TYPES - DESCRIPTION).
TJ COOLING 7-5
9. Coolant not flowing through system 9. Check for coolant flow at radiator
filler neck with some coolant removed,
engine warm and thermostat open.
Coolant should be observed flowing
through radiator. If flow is not
observed, determine area of
obstruction and repair as necessary.
10. Radiator or A/C condenser fins 10. Remove insects and debris.
are dirty or clogged. (Refer to 7 - COOLING - STANDARD
PROCEDURE).
11. Radiator core is corroded or 11. Have radiator re-cored or
plugged. replaced.
12. Fuel or ignition system problems. 12. Refer to 14 - Fuel System or 8 -
Electrical for diagnosis and testing
procedures.
13. Dragging brakes. 13. Check and correct as necessary.
(Refer to 5 - BRAKES - DIAGNOSIS
AND TESTING) for correct
procedures.
14. Bug screen or cardboard is being, 14. Remove bug screen or cardboard.
reducing airflow.
15. Thermostat partially or completely 15. Check thermostat operation and
shut. replace as necessary. (Refer to 7 -
COOLING/ENGINE/ENGINE
COOLANT THERMOSTAT -
REMOVAL).
16. Viscous fan drive not operating 16. Check fan drive operation and
properly. replace as necessary. (Refer to 7 -
COOLING/ENGINE/FAN DRIVE
VISCOUS CLUTCH - REMOVAL) .
17. Cylinder head gasket leaking. 17. Check for cylinder head gasket
leaks. (Refer to 7 - COOLING -
DIAGNOSIS AND TESTING).
18. Heater core leaking. 18. Check heater core for leaks.
(Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING -
DIAGNOSIS AND TESTING). Repair
as necessary.
7-6 COOLING TJ
TEMPERATURE GAUGE READING 1. During cold weather operation, with 1. A normal condition. No correction is
IS INCONSISTANT (FLUCTUATES, the heater in the high position, the necessary.
CYCLES, OR IS ERRATIC gauge reading may drop slightly.
2. Temperature gauge or engine 2. Check operation of gauge and

mounted gauge sensor defective or repair if necessary. (Refer to 8 -
shorted. Also, corroded or loose ELECTRICAL/INSTRUMENT
wiring in this circuit. CLUSTER - DIAGNOSIS AND
TESTING).
3. Gauge reading rises when vehicle 3. A normal condition. No correction is
is brought to a stop after heavy use necessary. Gauge should return to
(engine still running) normal range after vehicle is driven.
4. Gauge reading high after 4. A normal condition. No correction is
re-starting a warmed up (hot) engine. necessary. The gauge should return
to normal range after a few minutes of
engine operation.
5. Coolant level low in radiator (air 5. Check and correct coolant leaks.
will build up in the cooling system (Refer to 7 - COOLING - DIAGNOSIS
causing the thermostat to open late). AND TESTING).
6. Cylinder head gasket leaking 6. (a) Check for cylinder head gasket
allowing exhaust gas to enter cooling leaks. (Refer to 7 - COOLING -
system causing a thermostat to open DIAGNOSIS AND TESTING).
late.
(b) Check for coolant in the engine oil.
Inspect for white steam emitting from
the exhaust system. Repair as
necessary.
7. Water pump impeller loose on 7. Check water pump and replace as
shaft. necessary. (Refer to 7 - COOLING/
ENGINE/WATER PUMP - REMOVAL).
8. Loose accessory drive belt. (water 8. (Refer to 7 - COOLING/
pump slipping) ACCESSORY DRIVE/DRIVE BELTS -
DIAGNOSIS AND TESTING). Check
and correct as necessary.
9. Air leak on the suction side of the 9. Locate leak and repair as
water pump allows air to build up in necessary.
cooling system causing thermostat to
open late.
PRESSURE CAP IS BLOWING OFF 1. Pressure relief valve in radiator 1. Check condition of radiator cap and
STEAM AND/OR COOLANT TO cap is defective. cap seals. (Refer to 7 - COOLING/
COOLANT TANK. TEMPERATURE ENGINE/RADIATOR PRESSURE
GAUGE READING MAY BE ABOVE CAP - DIAGNOSIS AND TESTING).
NORMAL BUT NOT HIGH. COOLANT Replace cap as necessary.
LEVEL MAY BE HIGH IN COOLANT
RESERVE/OVERFLOW TANK
COOLANT LOSS TO THE GROUND 1. Coolant leaks in radiator, cooling 1. Pressure test and repair as
WITHOUT PRESSURE CAP system hoses, water pump or engine. necessary. (Refer to 7 - COOLING -
BLOWOFF. GAUGE READING HIGH DIAGNOSIS AND TESTING).
OR HOT
TJ COOLING 7-7
DETONATION OR PRE-IGNITION 1. Engine overheating. 1. Check reason for overheating and

(NOT CAUSED BY IGNITION repair as necessary.
SYSTEM). GAUGE MAY OR MAY
NOT BE READING HIGH 2. Freeze point of coolant not correct. 2. Check coolant concentration.
Mixture is too rich or too lean. (Refer to LUBRICATION &
MAINTENANCE/FLUID TYPES -
DESCRIPTION).
HOSE OR HOSES COLLAPSE 1. Vacuum created in cooling system 1. (a) Radiator cap relief valve stuck.
WHILE ENGINE IS RUNNING on engine cool-down is not being (Refer to 7 - COOLING/ENGINE/
relieved through coolant reserve/ RADIATOR PRESSURE CAP -
overflow system. DIAGNOSIS AND TESTING). Replace
if necessary
(b) Hose between coolant reserve/

overflow tank and radiator is kinked.
Repair as necessary.
(c) Vent at coolant reserve/overflow
tank is plugged. Clean vent and repair
as necessary.
(d) Reserve/overflow tank is internally
blocked or plugged. Check for
blockage and repair as necessary.
NOISY VISCOUS FAN/DRIVE 1. Fan blades loose. 1. Replace fan blade assembly. (Refer
to 7 - COOLING/ENGINE/RADIATOR
FAN - REMOVAL)
2. Fan blades striking a surrounding 2. Locate point of fan blade contact

object. and repair as necessary.
3. Air obstructions at radiator or air 3. Remove obstructions and/or clean
conditioning condenser. debris or insects from radiator or A/C
condenser.
4. Thermal viscous fan drive has 4. Replace fan drive. Bearing is not
defective bearing. serviceable. (Refer to 7 - COOLING/
ENGINE/FAN DRIVE VISCOUS
CLUTCH - REMOVAL).
5. A certain amount of fan noise may 5. (Refer to 7 - COOLING/ENGINE/
be evident on models equipped with FAN DRIVE VISCOUS CLUTCH -
a thermal viscous fan drive. Some of DESCRIPTION) for an explanation of
this noise is normal. normal fan noise.
7-8 COOLING TJ
INADEQUATE HEATER 1. Has a Diagnostic trouble Code 1. (Refer to 25 - EMISSIONS

PERFORMANCE. THERMOSTAT (DTC) been set? CONTROL - DESCRIPTION) for
FAILED IN OPEN POSITION correct procedures and replace
thermostat if necessary
2. Coolant level low 2. (Refer to 7 - COOLING -

3. Obstructions in heater hose/fittings 3. Remove heater hoses at both ends
and check for obstructions
4. Heater hose kinked 4. Locate kinked area and repair as
necessary
5. Water pump is not pumping water 5. (Refer to 7 - COOLING/ENGINE/
to/through the heater core. When the WATER PUMP - REMOVAL). If a
engine is fully warmed up, both slipping belt is detected, (Refer to 7 -
heater hoses should be hot to the COOLING/ACCESSORY DRIVE/
touch. If only one of the hoses is hot, DRIVE BELTS - DIAGNOSIS AND
the water pump may not be operating TESTING). If heater core obstruction
correctly or the heater core may be is detected, (Refer to 24 - HEATING
plugged. Accessory drive belt may be & AIR CONDITIONING/
slipping causing poor water pump PLUMBING/HEATER CORE -
operation. REMOVAL).
STEAM IS COMING FROM THE 1. During wet weather, moisture 1. Occasional steam emitting from this
FRONT OF VEHICLE NEAR THE (snow, ice or rain condensation) on area is normal. No repair is
GRILL AREA WHEN WEATHER IS the radiator will evaporate when the necessary.
WET, ENGINE IS WARMED UP AND thermostat opens. This opening
RUNNING, AND VEHICLE IS allows heated water into the radiator.
STATIONARY. TEMPERATURE When the moisture contacts the hot
GAUGE IS IN NORMAL RANGE radiator, steam may be emitted. This
usually occurs in cold weather with
no fan or airflow to blow it away.
COOLANT COLOR 1. Coolant color is not necessarily an 1. (Refer to LUBRICATION &

indication of adequate corrosion or MAINTENANCE/FLUID TYPES -
temperature protection. Do not rely DESCRIPTION). Adjust coolant
on coolant color for determining mixture as necessary.
condition of coolant.
COOLANT LEVEL CHANGES IN 1. Level changes are to be expected 1. A normal condition. No repair is
COOLANT RESERVE/OVERFLOW as coolant volume fluctuates with necessary.
TANK. TEMPERATURE GAUGE IS IN engine temperature. If the level in the
NORMAL RANGE tank was between the FULL and ADD
marks at normal operating
temperature, the level should return
to within that range after operation at
elevated temperatures.
TJ COOLING 7-9
DIAGNOSIS AND TESTING - COOLING SYSTEM Carefully remove the radiator pressure cap from
the filler neck and check the coolant level. Push
- TESTING FOR LEAKS
down on the cap to disengage it from the stop tabs.
Wipe the inner part of the filler neck and examine
ULTRAVIOLET LIGHT METHOD
the lower inside sealing seat for nicks, cracks, paint,
All Jeep models have a leak detection additive
dirt and solder residue. Inspect the reserve/overflow
added to the cooling system before they leave the fac-
tank tube for internal obstructions. Insert a wire
tory. The additive is highly visible under ultraviolet
through the tube to be sure it is not obstructed.
light (black light). If the factory original coolant has
Inspect the cams on the outside part of the filler
been drained, pour one ounce of additive into the
neck. If the cams are bent, seating of pressure cap
cooling system. The additive is available through the
valve and tester seal will be affected. Replace cap if
parts department. Place the heater control unit in
cams are bent.
HEAT position. Start and operate the engine until
Attach pressure tester 7700 (or an equivalent) to
the radiator upper hose is warm to the touch. Aim
the radiator filler neck (Fig. 5).
the commercially available black light tool at the
components to be checked. If leaks are present, the
black light will cause the additive to glow a bright
green color.
The black light can be used along with a pressure
tester to determine if any external leaks exist (Fig.
4).
Fig. 5 Pressurizing System - Typical

1 - TYPICAL COOLING SYSTEM PRESSURE TESTER
Operate the tester pump to apply 124 kPa (18 psi)

pressure to the system. If the hoses enlarge exces-
sively or bulge while testing, replace as necessary.
Observe the gauge pointer and determine the condi-
tion of the cooling system according to the following
criteria:
Holds Steady: If the pointer remains steady for
two minutes, there are no serious coolant leaks in
the system. However, there could be an internal leak
that does not appear with normal system test pres-
Fig. 4 Leak Detection Using Black LightTypical sure. Inspect for interior leakage or do the Internal
1 - TYPICAL BLACK LIGHT TOOL Leakage Test. Do this if it is certain that coolant is
being lost and no leaks can be detected.
PRESSURE TESTER METHOD Drops Slowly: Shows a small leak or seepage is
The engine should be at the normal operating tem- occurring. Examine all connections for seepage or
perature. Recheck the system cold if the cause of slight leakage with a flashlight. Inspect the radiator,
coolant loss is not located during warm engine exam- hoses, gasket edges and heater. Seal any small leak
ination. holes with a Sealer Lubricant or equivalent. Repair
leak holes and reinspect the system with pressure
WARNING: HOT, PRESSURIZED COOLANT CAN applied.
CAUSE INJURY BY SCALDING. Drops Quickly: Shows that a serious leakage is
occurring. Examine the system for serious external
leakage. If no leaks are visible, inspect for internal
7 - 10 COOLING TJ
leakage. Large radiator leak holes should be repaired Remove thermostat (Refer to 7 - COOLING/EN-
by a reputable radiator repair shop. GINE/ENGINE COOLANT THERMOSTAT -
REMOVAL).
INTERNAL LEAKAGE INSPECTION Remove accessory drive belt (Refer to 7 - COOL-
Remove the engine oil pan drain plug and drain a ING/ACCESSORY DRIVE/DRIVE BELTS -
small amount of engine oil. Coolant, being heavier REMOVAL).
than engine oil, will drain first. Another way of test- Add coolant to the radiator to bring the level to
ing is to operate the engine and check for water glob- within 6.3 mm (1/4 in) of the top of the thermostat
ules on the engine oil dipstick. Also inspect the housing.
automatic transmission oil dipstick for water glob-
ules. Inspect the automatic transmission fluid cooler CAUTION: Avoid overheating. Do not operate the
for leakage. Operate the engine without the pressure engine for an excessive period of time. Open the
cap on the radiator until thermostat opens. draincock immediately after the test to eliminate
Attach a pressure tester to the filler neck. If pres- boil over of coolant.
sure builds up quickly, a leak exists as a result of a
faulty cylinder head gasket or crack in the engine. Start the engine and accelerate rapidly three times
Repair as necessary. (to approximately 3000 rpm) while observing the
coolant. If internal engine combustion gases are leak-
WARNING: DO NOT ALLOW PRESSURE TO ing into the cooling system, bubbles will appear in
EXCEED 124 KPA (18 PSI). TURN THE ENGINE OFF. the coolant. If bubbles do not appear, there is no
TO RELEASE THE PRESSURE, ROCK THE TESTER internal combustion gas leakage.
FROM SIDE TO SIDE. WHEN REMOVING THE
TESTER, DO NOT TURN THE TESTER MORE THAN DIAGNOSIS AND TESTING - RADIATOR
1/2 TURN IF THE SYSTEM IS UNDER PRESSURE. COOLANT FLOW CHECK
The following procedure will determine if coolant is
If there is no immediate pressure increase, pump flowing through the cooling system.
the pressure tester until the indicated pressure is If engine is cold, idle engine until normal operating
within the system range. Vibration of the gauge temperature is reached. Then feel the upper radiator
pointer indicates compression or combustion leakage hose. If hose is hot, the thermostat is open and water
into the cooling system. is circulating through cooling system.
WARNING: DO NOT DISCONNECT THE SPARK
PLUG WIRES WHILE THE ENGINE IS OPERATING. STAN DARD PROCEDU RE
CAUTION: Do not operate the engine with a spark STANDARD PROCEDURE - DRAINING COOLING
plug shorted for more than a minute. The catalytic SYSTEM - 2. 4L
converter may be damaged.
WARNING: DO NOT REMOVE THE CYLINDER
Isolate the compression leak by shorting each BLOCK DRAIN PLUGS (Fig. 6) OR LOOSEN THE
spark plug to the cylinder block. The gauge pointer RADIATOR DRAINCOCK WITH SYSTEM HOT AND
should stop or decrease vibration when spark plug UNDER PRESSURE. SERIOUS BURNS FROM
for leaking cylinder is shorted. This happens because COOLANT CAN OCCUR.
of the absence of combustion pressure.
(1) DO NOT remove radiator cap first. With engine
COMBUSTION LEAKAGE TEST (WITHOUT cold, raise vehicle on a hoist and locate radiator
PRESSURE TESTER) draincock.
DO NOT WASTE reusable coolant. If the solution NOTE: Radiator draincock is located on the left/
is clean, drain the coolant into a clean container for lower side of radiator facing to rear of vehicle.
reuse.
(2) Attach one end of a hose to the draincock. Put
WARNING: DO NOT REMOVE THE CYLINDER the other end into a clean container. Open draincock
BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR and drain coolant from radiator. This will empty the
DRAINCOCK WITH THE SYSTEM HOT AND UNDER coolant reserve/overflow tank. The coolant does not
PRESSURE. SERIOUS BURNS FROM COOLANT have to be removed from the tank unless the system
CAN OCCUR. is being refilled with a fresh mixture. When tank is
TJ COOLING 7 - 11
empty, remove radiator cap and continue draining the engine is cold. Coolant level in a warm
cooling system. engine will be higher due to thermal expansion.
NOTE: The coolant bottle has two chambers. Cool-

ant will normally only be in the outboard (larger) of
the two. The inboard chamber is only to recover
coolant in the event of an overheat or after a recent
service fill. The inboard chamber should normally
be empty. If there is coolant in the overflow side of
the coolant bottle (after several warm/cold cycles of
the engine) and coolant level is above cold full
when cold, disconnect the end of the overflow hose
at the fill neck and lower it into a clean container.
Allow coolant to drain into the container until emp-
tied. Reconnect overflow hose to fill neck.
STANDARD PROCEDURE - COOLANT LEVEL

CHECK
NOTE: Do not remove radiator cap for routine cool-
ant level inspections. The coolant level can be
checked at coolant reserve/overflow tank.
Fig. 6 Drain Plug - 3.7L Engine
1 - CYLINDER BLOCK DRAIN PLUG The coolant reserve/overflow system provides a
2 - EXHAUST MANIFOLD AND HEAT SHIELD
quick visual method for determining coolant level
without removing radiator pressure cap. With engine
STANDARD PROCEDURE - REFILLING idling and at normal operating temperature, observe
COOLING SYSTEM - 2. 4L coolant level in reserve/overflow tank. The coolant
(1) Tighten the radiator draincock and the cylinder level should be between ADD and FULL marks.
block drain plug(s) (if removed).
STANDARD PROCEDURE - COOLING SYSTEM -
CAUTION: Failure to purge air from the cooling sys-
tem can result in an overheating condition and
DRAINING
severe engine damage. WARNING: DO NOT REMOVE THE CYLINDER
BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR
(2) Fill system using a 50/50 mixture of ethylene-
DRAINCOCK WITH SYSTEM HOT AND UNDER
glycol antifreeze and low mineral content water. Fill
PRESSURE. SERIOUS BURNS FROM COOLANT
pressure bottle to service line and install cap.
CAN OCCUR.
NOTE: The engine cooling system will push any
DO NOT WASTE reusable coolant. If the solution
remaining air into the coolant bottle within about an
is clean, drain the coolant into a clean container for
hour of normal driving. As a result, a drop in cool-
reuse.
ant level in the pressure bottle may occur. If the
DO NOT remove the radiator cap when draining
engine cooling system overheats and pushes cool-
the coolant from the reserve/overflow tank. Open the
ant into the overflow side of the coolant bottle, this
radiator draincock and when the tank is empty,
coolant will be sucked back into the cooling system
remove the radiator cap. The coolant does not have
ONLY IF THE PRESSURE CAP IS LEFT ON THE
to be removed from the tank unless the system is
BOTTLE. Removing the pressure cap breaks the
being refilled with a fresh mixture.
vacuum path between the two bottle sections and
(1) Drain the coolant from the radiator by loosen-
the coolant will not return to cooling system.
ing the draincock.
(3) With heater control unit in the HEAT position, (2) Drain coolant from engine block by removing
operate engine with pressure bottle cap in place. drain plug at left rear side of block (Fig. 7).
(4) Add coolant to pressure bottle as necessary.
Only add coolant to the pressure bottle when
7 - 12 COOLING TJ
(Mopar Radiator Kleen or equivalent) before flushing.
This will soften scale and other deposits and aid the
flushing operation.
CAUTION: Be sure instructions on the container are

followed.
REVERSE FLUSHING RADIATOR

Disconnect the radiator hoses from the radiator fit-
tings. Attach a section of radiator hose to the radia-
tor bottom outlet fitting and insert the flushing gun.
Connect a water supply hose and air supply hose to
the flushing gun.
CAUTION: The cooling system normally operates at

97 - 110 C.P.A. (14 - 16 psi) pressure. Exceeding this
pressure may damage the radiator or hoses.
Allow the radiator to fill with water. When radiator

Fig. 7 Draining Coolant From Block - 2.4L/4.0L Engines is filled, apply air in short blasts allowing radiator to
1 - EXHAUST MANIFOLD refill between blasts. Continue this reverse flushing
2 - CYLINDER BLOCK COOLANT DRAIN PLUG
until clean water flows out through rear of radiator
cooling tube passages. For more information, refer to
STANDARD PROCEDURE - COOLING SYSTEM - operating instructions supplied with flushing equip-
REFILLING ment. Have radiator cleaned more extensively by a
(1) Tighten the radiator draincock and the cylinder radiator repair shop.
block drain plug(s).
(2) Fill system using a 50/50 mixture of water and REVERSE FLUSHING ENGINE
antifreeze. Fill the radiator to the top and install the Drain the cooling system (Refer to 7 - COOLING -
radiator cap. Add sufficient coolant to the reserve/ STANDARD PROCEDURE). Remove the thermostat
overflow tank to raise the level to the FULL mark. housing and thermostat. Install the thermostat hous-
(3) Operate the engine with both the radiator cap ing. Disconnect the radiator upper hose from the
and reserve/overflow tank cap in place. After the radiator and attach the flushing gun to the hose. Dis-
engine has reached the normal operating tempera- connect the radiator lower hose from the water
ture, shut the engine off and allow it to cool. pump. Attach a lead away hose to the water pump
(4) Add coolant to the reserve/overflow tank as inlet fitting.
necessary. Only add coolant when the engine is
cold. Coolant level in a warm engine will be CAUTION: Be sure that the heater control valve is
higher due to thermal expansion. closed (heat off). This is done to prevent coolant
flow with scale and other deposits from entering
STANDARD PROCEDURE - COOLING SYSTEM - the heater core.
REVERSE FLUSHING Connect the water supply hose and air supply hose to
the flushing gun. Allow the engine to fill with water.
CAUTION: The cooling system normally operates at
When the engine is filled, apply air in short blasts,
97 - 110 C.P.A. 14 - 16 -16 psi) pressure. Exceeding
allowing the system to fill between air blasts. Continue
this pressure may damage the radiator or hoses.
until clean water flows through the lead away hose. For
Reverse flushing of the cooling system is the forc- more information, refer to operating instructions sup-
ing of water through the cooling system. This is done plied with flushing equipment.
using air pressure in the opposite direction of normal Remove the lead away hose, flushing gun, water
coolant flow. It is usually only necessary with very supply hose and air supply hose. Remove the thermo-
dirty systems with evidence of partial plugging. stat housing (Refer to 7 - COOLING/ENGINE/EN-
GINE COOLANT THERMOSTAT - REMOVAL).
CHEMICAL CLEANING Install the thermostat and housing with a replace-
If visual inspection indicates the formation of ment gasket (Refer to 7 - COOLING/ENGINE/EN-
sludge or scaly deposits, use a radiator cleaner GINE COOLANT THERMOSTAT -
TJ COOLING 7 - 13
INSTALLATION). Connect the radiator hoses. Refill
the cooling system with the correct antifreeze/water
mixture (Refer to 7 - COOLING - STANDARD PRO-
CEDURE).
SPECI FI CAT I ON S
TORQUE
DESCRIPTION Nm Ft. In.

Lbs. Lbs.
Automatic Belt Tensioner to 41 30 - Adapter Pins 8346
Mounting Bracket - 2.4L
Bolt, Automatic Belt Tensioner 61 45 -
Pulley - 2.4L
Bolt, Block Heater - 2.4L 2 - 17
Bolts, Condenser to Radiator
Bolts, Coolant Overflow Bottle 8.5 - 75
to Plenum - 2.4L only
Electric Fan to Fan Shroud 5.5 50
bolts Spanner Wrench 6958 with 8346 adapter pins
Bolts, 3.7LFan Blade Assy. to 23 - 210
Viscous Drive
Bolts, Fan Shroud to Radiator 8 - 70
Mounting
Bolts, Radiator Upper Isolator 9.5 - 85
to Crossmember
Bolts, Thermostat Housing - 28 - 250
2.4L
Bolts, Water Pump Pressure Tester 7700A
2.4L 12 - 105
4.0l 23 - 200
SPECI AL T OOLS
COOLING
Coolant Refractometer 8286
Pliers 6094
7 - 14 ACCESSORY DRIVE TJ
ACCESSORY DRI V E
TABLE OF CONTENTS
page page
ACCESSORY DRIVE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 16

SPECIFICATIONS DRIVE BELTS - 2.4L
BELT TENSION . . . . . . . . . . . . . . . . . . . . . . . 14 DIAGNOSIS AND TESTING - ACCESSORY
BELT TENSIONERS DRIVE BELT .................... . . . . . 16
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14 REMOVAL
REMOVAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
REMOVAL - 2.4L ENGINE . . . . . . . . . . . . . . . 15 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 INSTALLATION
INSTALLATION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 19
INSTALLATION - 2.4L ENGINE . . . . . . . . . . . 15 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 21
ACCESSORY DRI V E NOTE: On 4.0L engines, the tensioner arm has

three marks. Upon installation of a new belt, the
double line marks close to each other should be
SPECI FI CAT I ON S very close to the mark on the base. The belt should
be replaced if the single line mark lines up with the
BELT TENSION mark on the base.
Belt tension can not be adjusted. Refer to the fol-
lowing Belt Tension chart for specifications.
DESCRIPTION Nm Lbs. ft.

New Serpentine Belt* 800-900 180-200
Used Serpentine Belt 623-712 140-160
* Belt is considered new if it has been used 15
minutes or less.
BELT T EN SI ON ERS
DESCRIPTION
The automatic belt tensioner (Fig. 1) is a spring
loaded arm and pulley assembly. The tensioner
assembly is designed to apply constant pressure on Fig. 1 Accessory Drive Belt Wear Indicator - 4.0L
the accessory drive belt to maintain proper belt ten- Engine
sion. There are three marks on the tensioner body, 1 - INDICATOR MARK
these marks are there to indicate belt wear and belt 2 - MINIMUM TENSION MARK
tension. 3 - MAXIMUM TENSION MARK
TJ ACCESSORY DRIVE 7 - 15
BELT T EN SI ON ERS (Cont inue d)
REM OVAL
REMOVAL - 2. 4L ENGINE
NOTE: The belt routing schematics are published
from the latest information available at the time of
publication. If anything differs between these sche-
matics and the Belt Routing Label, use the sche-
matics on Belt Routing Label. This label is located
in the engine compartment.
CAUTION: DO NOT LET TENSIONER ARM SNAP

BACK TO THE FREEARM POSITION, SEVERE DAM-
AGE MAY OCCUR TO THE TENSIONER.
Belt tension is not adjustable. Belt adjustment is

maintained by an automatic (spring load) belt ten-
sioner.
(1) Disconnect negative battery cable from battery.
(2) Rotate belt tensioner until it contacts its stop.
Remove belt, then slowly rotate the tensioner into
the freearm position. Fig. 2 Automatic Belt Tensioner - 4.0L Engine
1 - IDLER PULLEY TIGHTEN TO 47 Nm (35 FT. LBS.)
2 - AUTOMATIC BELT TENSIONER
REMOVAL 3 - GENERATOR MOUNTING BRACKET
On 4.0L engines, the tensioner arm has three
marks. Upon installation of a new belt, the dou- I N STALLAT I ON
ble line marks close to each other should be
very close to the mark on the base. The belt INSTALLATION - 2. 4L ENGINE
should be replaced if the single line mark lines
up with the mark on the base. NOTE: The belt routing schematics are published
If the above specification cannot be met, check for: from the latest information available at the time of
The wrong belt being installed (incorrect length/ publication. If anything differs between these sche-
width) matics and the Belt Routing Label, use the sche-
Worn bearings on an engine accessory (A/C com- matics on Belt Routing Label. This label is located
pressor, power steering pump, water pump, idler pul- in the engine compartment.
ley or generator)
A pulley on an engine accessory being loose Belt tension is not adjustable. Belt adjustment is
Misalignment of an engine accessory maintained by an automatic (spring load) belt tensioner.
Belt incorrectly routed. (1) Check condition of all pulleys.
NOTE: A used belt should be replaced if tensioner CAUTION: When installing the serpentine accessory
indexing arrow has moved to the minimum travel drive belt, the belt MUST be routed correctly. If not,
indicator. Tensioner travel stops at this point. the engine may overheat due to the water pump
rotating in the wrong direction.
(1) Remove accessory drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS - (2) Install new belt (Fig. 3) or (Fig. 4). Route the
REMOVAL). belt around all pulleys except the idler pulley. Rotate
(2) Remove tensioner assembly from mounting the tensioner arm until it contacts its stop position.
bracket (Fig. 2). Route the belt around the idler and slowly let the
tensioner rotate into the belt. Make sure the belt is
WARNING: BECAUSE OF HIGH SPRING TENSION, seated onto all pulleys.
DO NOT ATTEMPT TO DISASSEMBLE AUTOMATIC (3) With the drive belt installed, inspect the belt
TENSIONER. UNIT IS SERVICED AS AN ASSEMBLY. wear indicator. On 2.4L Engines the gap between the
tang and the housing stop (measurement A) must not
exceed 24 mm (.94 inches).
BELT T EN SI ON ERS (Cont inue d)
Fig. 4 Belt Routing 2.4L Without A/C

Fig. 3 Belt Routing 2.4L With A/C 1 - IDLER PULLEY
1 - IDLER PULLEY 2 - GENERATOR PULLEY
2 - GENERATOR PULLEY 3 - IDLER PULLEY
3 - IDLER PULLEY 4 - POWER STEERING PUMP PULLEY
4 - POWER STEERING PUMP PULLEY 5 -CRANKSHAFT PULLEY
5 -CRANKSHAFT PULLEY 6 - TENSIONER
6 - TENSIONER 7 - NON A/C IDLER PULLEY
7 - A/C COMPRESSOR PULLEY 8 - ACCESSORY DRIVE BELT
8 - ACCESSORY DRIVE BELT
Refer to the ACCESSORY DRIVE BELT DIAGNO-
INSTALLATION SIS CHART for further belt diagnosis.
(1) Install tensioner assembly to mounting
bracket, align the two dowels on the tensioner with
the mounting bracket and hand start the bolt.
Tighten bolt to 28 Nm (250 in. lbs.).
(2) Install accessory drive belt (Refer to 7 - COOL-
ING/ACCESSORY DRIVE/DRIVE BELTS - INSTAL-
LATION).
(3) Check belt indexing marks.
DRI V E BELT S - 2 .4 L
DIAGNOSIS AND TESTING - ACCESSORY
DRIVE BELT
VISUAL DIAGNOSIS
When diagnosing serpentine accessory drive belts,
small cracks that run across the ribbed surface of the
belt from rib to rib (Fig. 5), are considered normal.
These are not a reason to replace the belt. However,
cracks running along a rib (not across) are not nor- Fig. 5 Belt Wear Patterns
mal. Any belt with cracks running along a rib must 1 - NORMAL CRACKS BELT OK
be replaced (Fig. 5). Also replace the belt if it has 2 - NOT NORMAL CRACKS REPLACE BELT
excessive wear, frayed cords or severe glazing.
DRI V E BELT S - 2 .4 L (Cont inue d)
NOISE DIAGNOSIS resolve a noise condition, inspect all of the accessory
Noises generated by the accessory drive belt are drive pulleys for alignment, glazing, or excessive end
most noticeable at idle. Before replacing a belt to play.
ACCESSORY DRI V E BELT DI AGN OSI S CH ART
RIB CHUNKING (One or more ribs 1. Foreign objects imbedded in 1. Remove foreign objects from
has separated from belt body) pulley grooves. pulley grooves. Replace belt.
2. Installation damage 2. Replace belt
RIB OR BELT WEAR 1. Pulley misaligned 1. Align pulley(s)
2. Abrasive environment 2. Clean pulley(s). Replace belt if

necessary
3. Rusted pulley(s) 3. Clean rust from pulley(s)
4. Sharp or jagged pulley groove 4. Replace pulley. Inspect belt.
tips
5. Belt rubber deteriorated 5. Replace belt
BELT SLIPS 1. Belt slipping because of 1. Adjust tension (2.5L)

insufficient tension
2. Belt or pulley exposed to 2. Replace belt and clean pulleys

substance that has reduced friction
(belt dressing, oil, ethylene glycol)
3. Driven component bearing failure 3. Replace faulty component or
(seizure) bearing
4. Belt glazed or hardened from 4. Replace belt.
heat and excessive slippage
LONGITUDAL BELT CRACKING 1. Belt has mistracked from pulley 1. Replace belt
groove
2. Pulley groove tip has worn away 2. Replace belt

rubber to tensile member
9GROOVE JUMPING9 1. Belt tension either too low or too 1. Adjust belt tension (2.5L)
(Belt does not maintain correct high
position on pulley)
2. Pulley(s) not within design 2. Replace pulley(s)
tolerance
3. Foreign object(s) in grooves 3. Remove foreign objects from
grooves
4. Pulley misalignment 4. Align component
5. Belt cordline is broken 5. Replace belt
BELT BROKEN 1. Excessive tension 1. Replace belt and adjust tension

(Note: Identify and correct problem to specification
before new belt is installed)
2. Tensile member damaged during 2. Replace belt
belt installation
3. Severe misalignment 3. Align pulley(s)
4. Bracket, pulley, or bearing failure 4. Replace defective component
and belt
NOISE (Objectionable squeal, 1. Belt slippage 1. Adjust belt tension (2.5L)

squeak, or rumble is heard or felt
while drive belt is in operation) 2. Bearing noise 2. Locate and repair
3. Belt misalignment 3. Align belt/pulley(s)
4. Belt to pulley mismatch 4. Install correct belt
5. Driven component induced 5. Locate defective driven
vibration component and repair
6. System resonant frequency 6. Vary belt tension within
induced vibration specifications.
TENSION SHEETING FABRIC 1. Tension sheeting contacting 1. Correct rubbing condition

FAILURE stationary object
(Woven fabric on outside,
circumference of belt has cracked or 2. Excessive heat causing woven 2. Replace belt
separated from body of belt) fabric to age
3. Tension sheeting splice has 3. Replace belt
fractured
CORD EDGE FAILURE 1. Excessive tension 1. Adjust belt tension (2.5L)

(Tensile member exposed at edges 2. Belt contacting stationary object 2. Replace belt
of belt or separated from belt body)
3. Pulley(s) out of tolerance 3. Replace pulley
4. Insufficient adhesion between 4. Replace belt and adjust tension
tensile member and rubber matrix to specifications
REM OVAL
REMOVAL
NOTE: The belt routing schematics are published


sioner.
Remove belt, then slowly rotate the tensioner into Fig. 6 4.0L - Without A/C
the freearm position. 1 - GENERATOR PULLEY
2 - IDLER PULLEY
3 - POWER STEERING PUMP PULLEY
REMOVAL 4 - WATER PUMP PULLEY
5 - CRANKSHAFT PULLEY
NOTE: The belt routing schematics are published 6 - TENSIONER PULLEY


maintained by an automatic ( spring load ) belt ten-
sioner.
Remove belt, then slowly rotate the tensioner into
the freearm position. (Fig. 6) or (Fig. 7).
I N STALLAT I ON
INSTALLATION
Fig. 7 4.0L Engines - With A/C
NOTE: The belt routing schematics are published 1 - GENERATOR PULLEY
from the latest information available at the time of 2 - IDLER PULLEY
publication. If anything differs between these sche- 3 - POWER STEERING PUMP PULLEY
4 - AIR CONDITIONING COMPRESSOR PULLEY
matics and the Belt Routing Label, use the sche- 5 - CRANKSHAFT PULLEY
matics on Belt Routing Label. This label is located 6 - WATER PUMP PULLEY
in the engine compartment. 7 - TENSIONER PULLEY
sioner.
(1) Check condition of all pulleys.
CAUTION: When installing the serpentine accessory

drive belt, the belt MUST be routed correctly. If not,
the engine may overheat due to the water pump
(2) Install new belt (Fig. 8) or (Fig. 9). Route the

belt around all pulleys except the idler pulley. Rotate
the tensioner arm until it contacts its stop position.
Route the belt around the idler and slowly let the
seated onto all pulleys.
Fig. 9 Belt Routing 2.4L Without A/C

1 - IDLER PULLEY
2 - GENERATOR PULLEY
3 - IDLER PULLEY
5 -CRANKSHAFT PULLEY
6 - TENSIONER
7 - NON A/C IDLER PULLEY
(3) With the drive belt installed, inspect the belt

wear indicator. On 2.4L Engines the gap between the
tang and the housing stop (measurement A) must not
exceed 24 mm (.94 inches).
Fig. 8 Belt Routing 2.4L With A/C

1 - IDLER PULLEY
3 - IDLER PULLEY
5 -CRANKSHAFT PULLEY
6 - TENSIONER
7 - A/C COMPRESSOR PULLEY
INSTALLATION
maintained by an automatic ( spring load ) belt ten-
sioner.
(1) Check condition of all pulleys.
CAUTION: When installing the serpentine accessory

rotating in the wrong direction (Fig. 11) (Fig. 12).
(2) Install new belt (Fig. 12) or (Fig. 11). Route the
belt around all pulleys except the idler pulley. Rotate
the tensioner arm until it contacts its stop position.
Route the belt around the idler and slowly let the
seated onto all pulleys.
(3) With the drive belt installed, inspect the belt
wear indicator (Fig. 10). On 4.0L Engines, the indi-
cator mark must be between the minimum and max-
imum marks. If the measurement exceedes this
specification replace the serpentine accessory drive
belt. Fig. 11 4.0L - Without/A/C
2 - IDLER PULLEY
4 - WATER PUMP PULLEY
6 - TENSIONER PULLEY
Fig. 10 4.0L Engines - With A/C

2 - IDLER PULLEY
6 - WATER PUMP PULLEY Fig. 12 4.0L Engines - With A/C
2 - IDLER PULLEY
7 - 22 ENGINE TJ
EN GI N E
TABLE OF CONTENTS
page page
COOLANT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
DESCRIPTION DIAGNOSIS AND TESTING - RADIATOR
DESCRIPTION - HOAT COOLANT . . . . . . . . . 23 COOLANT FLOW . . . . . . . . . . . . . . . . . . . . . . 33
DESCRIPTION - ENGINE COOLANT . . . . . . . 24 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
COOLANT RECOVERY CONTAINER INSPECTION ..................... . . . . . 35
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 36
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 WATER PUMP - 2.4L
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 36
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
ENGINE BLOCK HEATER DIAGNOSIS AND TESTING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 25 WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . 36
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 REMOVAL - 2.4L . . . . . . . . . . . . . . . . . . . . . . . . 37
REMOVAL INSTALLATION
REMOVAL - 4.0L . . . . . . . . . . . . . . . . . . . . . . 26 INSTALLATION 2.4L .............. . . . . . 37
REMOVAL - 2.4L . . . . . . . . . . . . . . . . . . . . . . 26 WATER PUMP - 4.0L
INSTALLATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 37
INSTALLATION 4.0L ................ . . . 26 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
INSTALLATION - 2.4L ............... . . . 26 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
ENGINE COOLANT TEMPERATURE SENSOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 39
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 27 RADIATOR PRESSURE CAP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 27 DIAGNOSIS AND TESTING
ENGINE COOLANT THERMOSTAT DIAGNOSIS AND TESTING - RADIATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 28 CAP-TO-FILLER NECK SEAL . . . . . . . . . . . . . 41
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 DIAGNOSIS AND TESTING - RADIATOR
REMOVAL CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 INSPECTION ..................... . . . . . 41
INSTALLATION RADIATOR FAN
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 29 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 42
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 29 REMOVAL
FAN DRIVE VISCOUS CLUTCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 30 REMOVAL - 4.0L . . . . . . . . . . . . . . . . . . . . . . 42
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
DIAGNOSIS AND TESTING INSPECTION ..................... . . . . . 42
VISCOUS FAN DRIVE . . . . . . . . . . . . . . . . . . 31 INSTALLATION
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 43
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 32 INSTALLATION - 4.0L ............. . . . . . 43
RADIATOR RADIATOR FAN RELAY
TJ ENGINE 7 - 23
COOLAN T be covered under the new vehicle warranty, and

decreased corrosion protection.
DESCRI PT I ON COOLANT PERFORMANCE

The required ethylene-glycol (antifreeze) and water
DESCRIPTION - HOAT COOLANT mixture depends upon climate and vehicle operating
conditions. The coolant performance of various mix-
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL tures follows:
BASE COOLANT AND IS HARMFUL IF SWAL- Pure Water-Water can absorb more heat than a
LOWED OR INHALED. IF SWALLOWED, DRINK mixture of water and ethylene-glycol. This is for pur-
TWO GLASSES OF WATER AND INDUCE VOMIT- pose of heat transfer only. Water also freezes at a
ING. IF INHALED, MOVE TO FRESH AIR AREA. higher temperature and allows corrosion.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT 100 percent Ethylene-Glycol-The corrosion
STORE IN OPEN OR UNMARKED CONTAINERS. inhibiting additives in ethylene-glycol need the pres-
WASH SKIN AND CLOTHING THOROUGHLY AFTER ence of water to dissolve. Without water, additives
COMING IN CONTACT WITH ETHYLENE GLYCOL. form deposits in system. These act as insulation
KEEP OUT OF REACH OF CHILDREN. DISPOSE OF causing temperature to rise to as high as 149C
GLYCOL BASE COOLANT PROPERLY, CONTACT (300F). This temperature is hot enough to melt plas-
YOUR DEALER OR GOVERNMENT AGENCY FOR tic and soften solder. The increased temperature can
LOCATION OF COLLECTION CENTER IN YOUR result in engine detonation. In addition, 100 percent
AREA. DO NOT OPEN A COOLING SYSTEM WHEN ethylene-glycol freezes at -22C (-8F).
THE ENGINE IS AT OPERATING TEMPERATURE OR 50/50 Ethylene-Glycol and Water-Is the recom-
HOT UNDER PRESSURE, PERSONAL INJURY CAN mended mixture, it provides protection against freez-
RESULT. AVOID RADIATOR COOLING FAN WHEN ing to -37C (-34F). The antifreeze concentration
ENGINE COMPARTMENT RELATED SERVICE IS must always be a minimum of 44 percent, year-
PERFORMED, PERSONAL INJURY CAN RESULT. round in all climates. If percentage is lower, engine
parts may be eroded by cavitation. Maximum protec-
tion against freezing is provided with a 68 percent
CAUTION: Use of Propylene Glycol based coolants antifreeze concentration, which prevents freezing
is not recommended, as they provide less freeze down to -67.7C (-90F). A higher percentage will
protection and less corrosion protection. freeze at a warmer temperature. Also, a higher per-
centage of antifreeze can cause the engine to over-
The cooling system is designed around the coolant. heat because specific heat of antifreeze is lower than
The coolant must accept heat from engine metal, in that of water.
the cylinder head area near the exhaust valves and
engine block. Then coolant carries the heat to the CAUTION: Richer antifreeze mixtures cannot be
radiator where the tube/fin radiator can transfer the measured with normal field equipment and can
heat to the air. cause problems associated with 100 percent ethyl-
The use of aluminum cylinder blocks, cylinder ene-glycol.
heads, and water pumps requires special corrosion
protection. Mopart Antifreeze/Coolant, 5
Year/100,000 Mile Formula (MS-9769), or the equiva- COOLANT SELECTION AND ADDITIVES
lent ethylene glycol base coolant with organic corro- The use of aluminum cylinder blocks, cylinder
sion inhibitors (called HOAT, for Hybrid Organic heads and water pumps requires special corrosion
Additive Technology) is recommended. This coolant protection. Only Mopart Antifreeze/Coolant, 5
offers the best engine cooling without corrosion when Year/100,000 Mile Formula (glycol base coolant with
mixed with 50% Ethylene Glycol and 50% distilled corrosion inhibitors called HOAT, for Hybrid Organic
water to obtain a freeze point of -37C (-35F). If it Additive Technology) is recommended. This coolant
loses color or becomes contaminated, drain, flush, offers the best engine cooling without corrosion when
and replace with fresh properly mixed coolant solu- mixed with 50% distilled water to obtain to obtain a
tion. freeze point of -37C (-35F). If it loses color or
becomes contaminated, drain, flush, and replace with
CAUTION: MoparT Antifreeze/Coolant, 5 fresh properly mixed coolant solution.
Year/100,000 Mile Formula (MS-9769) may not be
mixed with any other type of antifreeze. Mixing of CAUTION: Do not use coolant additives that are
coolants other than specified (non-HOAT or other claimed to improve engine cooling.
HOAT), may result in engine damage that may not
7 - 24 ENGINE TJ
COOLAN T (Cont inue d)
DESCRIPTION - ENGINE COOLANT conventional methods of determining freeze point will

not be accurate. Both the refractive index and spe-
ETHYLENE-GLYCOL MIXTURES cific gravity differ between ethylene glycol and propy-
lene glycol.
CAUTION: Richer antifreeze mixtures cannot be
measured with normal field equipment and can OPERATION
cause problems associated with 100 percent ethyl- Coolant flows through the engine block absorbing
ene-glycol. the heat from the engine, then flows to the radiator
where the cooling fins in the radiator transfers the
The required ethylene-glycol (antifreeze) and water heat from the coolant to the atmosphere. During cold
mixture depends upon the climate and vehicle oper- weather the ethylene-glycol coolant prevents water
ating conditions. The recommended mixture of 50/50 present in the cooling system from freezing within
ethylene-glycol and water will provide protection temperatures indicated by mixture ratio of coolant to
against freezing to -37 deg. C (-35 deg. F). The anti- water.
freeze concentration must always be a minimum of
44 percent, year-round in all climates. If percentage
is lower than 44 percent, engine parts may be COOLAN T RECOV ERY
eroded by cavitation, and cooling system com- CON TAI N ER
ponents may be severely damaged by corrosion.
Maximum protection against freezing is provided
with a 68 percent antifreeze concentration, which
DESCRIPTION
The coolant reserve/overflow system consists of a
prevents freezing down to -67.7 deg. C (-90 deg. F). A
radiator mounted pressurized cap, a plastic coolant
higher percentage will freeze at a warmer tempera-
recovery bottle (Fig. 1), a tube (hose) connecting the
ture. Also, a higher percentage of antifreeze can
radiator and recovery bottle, and an overflow tube on
cause the engine to overheat because the specific
the side of the bottle.
heat of antifreeze is lower than that of water.
The reservoir bottle also has an anti-slosh insert
Use of 100 percent ethylene-glycol will cause for-
located within the bottle, this insert will aid in
mation of additive deposits in the system, as the cor-
reducing coolant loss from splash and spillage.
rosion inhibitive additives in ethylene-glycol require
the presence of water to dissolve. The deposits act as
insulation, causing temperatures to rise to as high as
149 deg. C (300) deg. F). This temperature is hot
enough to melt plastic and soften solder. The
increased temperature can result in engine detona-
tion. In addition, 100 percent ethylene-glycol freezes
at 22 deg. C (-8 deg. F ).
PROPYLENE-GLYCOL MIXTURES
Its overall effective temperature range is smaller
than that of ethylene-glycol. The freeze point of 50/50
propylene-glycol and water is -32 deg. C (-26 deg. F).
5 deg. C higher than ethylene-glycols freeze point.
The boiling point (protection against summer boil-
over) of propylene-glycol is 125 deg. C (257 deg. F )
at 96.5 kPa (14 psi), compared to 128 deg. C (263
deg. F) for ethylene-glycol. Use of propylene-glycol
can result in boil-over or freeze-up on a cooling sys-
tem designed for ethylene-glycol. Propylene glycol
also has poorer heat transfer characteristics than Fig. 1 Coolant Recovery Bottle
ethylene glycol. This can increase cylinder head tem- 1 - RADIATOR PRESSURE CAP
peratures under certain conditions. 2 - HOSE
3 - COOLANT RECOVERY BOTTLE
Propylene-glycol/ethylene-glycol Mixtures can
cause the destabilization of various corrosion inhibi-
tors, causing damage to the various cooling system
components. Also, once ethylene-glycol and propy-
lene-glycol based coolants are mixed in the vehicle,
TJ ENGINE 7 - 25
COOLAN T RECOV ERY CON TAI N ER (Cont inue d)
OPERATION EN GI N E BLOCK H EAT ER

The system works along with the radiator pressure
cap. This is done by using thermal expansion and DESCRIPTION
contraction of the coolant to keep the coolant free of
trapped air. It provides: WARNING: DO NOT OPERATE ENGINE UNLESS
A volume for coolant expansion and contraction. BLOCK HEATER CORD HAS BEEN DISCONNECTED
A convenient and safe method for checking/ad- FROM POWER SOURCE AND SECURED IN PLACE.
justing coolant level at atmospheric pressure. This is
done without removing the radiator pressure cap. An optional engine block heater (Fig. 3) is avail-
Some reserve coolant to the radiator to cover able for all models. The heater is equipped with a
minor leaks and evaporation or boiling losses. power cord. The cord is attached to an engine com-
As the engine cools, a vacuum is formed in the partment component with tie-straps. The heater
cooling system of both the radiator and engine. Cool- warms the engine providing easier engine starting
ant will then be drawn from the coolant tank and and faster warm-up in low temperatures. The heater
returned to a proper level in the radiator. is mounted in a core hole of the engine cylinder block
(in place of a freeze plug) with the heating element
REMOVAL immersed in engine coolant.
(1) Disconnect the hose from radiator filler neck.
(2) Remove coolant recovery bottle (Fig. 2).
Fig. 2 Coolant Reserve/Overflow Bottle

1 - RADIATOR PRESSURE CAP
Fig. 3 Block Heater - Typical
2 - HOSE 1 - ENGINE BLOCK HEATER
OPERATION
INSTALLATION Connecting the power cord to a grounded 110-120
(1) Position the tabs on the overflow bottle into the volt AC electrical outlet with a grounded, three-wire
slots on the fan shroud. extension cord, supplies the electricity required to
(2) Reconnect the overflow hose onto the radiator heat the element thus heating the engine coolant.
filler neck.
(3) Fill resrevoir/overflow bottle.
7 - 26 ENGINE TJ
EN GI N E BLOCK H EAT ER (Cont inue d)
REM OVAL (2) Insert block heater assembly into core hole
with element loop pointing Up (Fig. 4).
REMOVAL - 4. 0L (3) Seat block heater flush against block face.
Tighten mounting screw to 4 Nm (31 in. lbs.) torque.
WARNING: DO NOT REMOVE THE CYLINDER (4) Fill cooling system (Refer to 7 - COOLING -
BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR STANDARD PROCEDURE), and inspect for leaks
DRAINCOCK WITH THE SYSTEM HOT AND PRES- (Refer to 7 - COOLING - DIAGNOSIS AND TEST-
SURIZED. SERIOUS BURNS FROM THE COOLANT ING).
CAN OCCUR. (5) Plug power cord into block heater. Route cord
away from moving parts, linkages and exhaust sys-
DO NOT WASTE reusable coolant. If solution is tem components. Secure cord in place with tie-straps.
clean, drain coolant into a clean container for reuse.
(1) Drain coolant (Refer to 7 - COOLING - STAN- INSTALLATION - 2. 4L
DARD PROCEDURE). (1) Thoroughly clean core hole and heater seat.
(2) Unplug power cord from block heater. (2) Insert heater assembly (Fig. 5) with element
(3) Loosen screw in center of block heater (Fig. 4). loop positioned upward .
(4) Remove block heater from cylinder block.
Fig. 4 Block Heater and Cord - 4.0L Engine

1 - POWER CORD
Fig. 5 ENGINE BLOCK HEATER 2.4L
2 - BLOCK HEATER 1 - CORE HOLE
3 - TIE-STRAPS 2 - BLOCK HEATER
3 - POWER CORD
REMOVAL - 2. 4L
(3) With heater seated, tighten center screw
(1) Drain cooling system (Refer to 7 - COOLING/
securely to assure a positive seal.
ENGINE - STANDARD PROCEDURE).
(2) Raise vehicle on hoist. CAUTION: To prevent damage, the power cord must
(3) Detach power cord plug from heater. be secured in its retaining clips, and not positioned
(4) Loosen screw in center of heater. Remove so it could contact linkages or exhaust manifold.
heater assembly.
(4) Connect power cord to heater.
(5) Lower vehicle.
I N STALLAT I ON (6) Fill cooling system (Refer to 7 - COOLING/EN-
GINE - STANDARD PROCEDURE).
INSTALLATION 4. 0L
(1) Thoroughly clean the engine core hole and the
block heater seat.
TJ ENGINE 7 - 27
EN GI N E COOLAN T
T EM PERAT U RE SEN SOR
DESCRIPTION
The Engine Coolant Temperature (ECT) sensor is
used to sense engine coolant temperature. The sensor
protrudes into an engine water jacket.
The ECT sensor is a two-wire Negative Thermal
Coefficient (NTC) sensor. Meaning, as engine coolant
temperature increases, resistance (voltage) in the
sensor decreases. As temperature decreases, resis-
tance (voltage) in the sensor increases.
OPERATION
At key-on, the Powertrain Control Module (PCM)
sends out a regulated 5 volt signal to the ECT sensor.
The PCM then monitors the signal as it passes
through the ECT sensor to the sensor ground (sensor
return). Fig. 6 ECT SENSOR LOCATION- 2.4L
When the engine is cold, the PCM will operate in 1 - UPPER TIMING BELT COVER
Open Loop cycle. It will demand slightly richer air- 2 - ELECTRICAL CONNECTOR (ECT)
fuel mixtures and higher idle speeds. This is done 3 - MOUNTING BOLTS (3)
until normal operating temperatures are reached.
The PCM uses inputs from the ECT sensor for the
following calculations:
For engine coolant temperature gauge operation
through CCD or PCI (J1850) communications
Injector pulse-width
Spark-advance curves
ASD relay shut-down times
Idle Air Control (IAC) motor key-on steps
Pulse-width prime-shot during cranking
O2 sensor closed loop times
Purge solenoid on/off times
EGR solenoid on/off times (if equipped)
Leak Detection Pump operation (if equipped)
Radiator fan relay on/off times (if equipped)
Target idle speed
REMOVAL
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM Fig. 7 ECT SENSOR LOCATION - 4.0L
MUST BE PARTIALLY DRAINED BEFORE REMOV- 1 - THERMOSTAT HOUSING
2 - ENGINE COOLANT TEMPERATURE SENSOR
ING ECT (ENGINE COOLANT TEMPERATURE) SEN- 3 - ELECTRICAL CONNECTOR
SOR.
(1) Partially drain cooling system until coolant

INSTALLATION
(1) Apply sealant to sensor threads (new replace-
level is below cylinder head. (Refer to 7 - COOLING -
ment sensors will have sealant already applied).
(2) Install coolant temperature sensor into thermo-
(2) Disconnect ECT (Engine Coolant Temperature)
stat housing. Tighten to 11 Nm (8 ft. lbs.) torque.
sensor wire connector (Fig. 6) or (Fig. 7).
(3) Connect wire connector.
(3) Remove sensor from engine.
(4) Fill cooling system. (Refer to 7 - COOLING -
7 - 28 ENGINE TJ
EN GI N E COOLAN T OPERATION
The wax pellet is located in a sealed container at
T H ERM OSTAT the spring end of the thermostat. When heated, the
pellet expands, overcoming closing spring tension
DESCRIPTION and water pump pressure to force the valve to open.
CAUTION: Do not operate an engine without a ther-
mostat, except for servicing or testing. REM OVAL
The thermostat (Fig. 8) on all gas powered engines
REMOVAL
is located beneath the thermostat housing at the
front of the intake manifold. WARNING: DO NOT LOOSEN THE RADIATOR
The thermostat is a wax pellet driven, reverse pop- DRAINCOCK WITH THE SYSTEM HOT AND PRES-
pet choke type. SURIZED. SERIOUS BURNS FROM THE COOLANT
Coolant leakage into the pellet container will cause CAN OCCUR.
the thermostat to fail in the open position. Thermo-
stats very rarely stick. Do not attempt to free a ther- DO NOT WASTE reusable coolant. If the solution
mostat with a prying device. is clean, drain the coolant into a clean container for
The same thermostat is used for winter and sum- reuse.
mer seasons. An engine should not be operated with- (1) Drain the coolant from the radiator until the
out a thermostat, except for servicing or testing. level is below the thermostat housing (Refer to 7 -
Operating without a thermostat causes longer engine COOLING - STANDARD PROCEDURE).
warmup time, unreliable warmup performance,
increased exhaust emissions and crankcase condensa- WARNING: CONSTANT TENSION HOSE CLAMPS
tion that can result in sludge formation. ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL NUMBER
6094. ALWAYS WEAR SAFETY GLASSES WHEN
SERVICING CONSTANT TENSION CLAMPS.

tongue of constant tension clamps (Fig. 32). If
replacement is necessary, use only an original
equipment clamp with matching number or letter.
(2) Remove radiator upper hose and heater hose at

thermostat housing.
(3) Disconnect wiring connector at engine coolant
temperature sensor.
(4) Remove thermostat housing mounting bolts,
thermostat housing, gasket and thermostat (Fig. 9).
Discard old gasket.
(5) Clean the gasket mating surfaces.
Fig. 8 ThermostatTypical
1 - LONG BOLT
2 - GASKET
3 - THERMOSTAT
4 - THERMOSTAT HOUSING
5 - SHORT BOLT
TJ ENGINE 7 - 29
EN GI N E COOLAN T T H ERM OSTAT (Cont inue d)
Fig. 9 Thermostat Removal/Installation

1 - LONG BOLT
2 - GASKET
3 - THERMOSTAT
4 - THERMOSTAT HOUSING
5 - SHORT BOLT
Fig. 10 Thermostat and Coolant Outlet Connector

REMOVAL 1 - TIMING BELT COVER
(1) Drain cooling system below thermostat housing 2 - OUTLET CONNECTOR
level. 3 - THERMOSTAT
(2) Disconnect engine coolant temperature sensor. 4 - HOUSING
(3) Disconnect heater supply hose.
(5) Tighten the housing bolts to 20 Nm (15 ft. lbs.)
(4) Remove housing attaching bolts (Fig. 10).
torque.
(5) Remove housing, gasket and thermostat (Fig.
(6) Install hoses to thermostat housing.
10).
(7) Install electrical connector to coolant tempera-
ture sensor.
I N STALLAT I ON (8) Be sure that the radiator draincock is tightly
closed. Fill the cooling system (Refer to 7 - COOLING
INSTALLATION - STANDARD PROCEDURE).
(1) Install the replacement thermostat so that the (9) Start and warm the engine. Check for leaks.
pellet, which is encircled by a coil spring, faces the
engine. All thermostats are marked on the outer INSTALLATION
flange to indicate the proper installed position. (1) Clean all gasket sealing surfaces.
(2) Observe the recess groove in the engine cylin- (2) Place a new gasket (dipped in clean water) on
der head (Fig. 11). the coolant outlet connector surface. Position thermo-
(3) Position thermostat into this groove with arrow stat with air bleed at 12 oclock position in thermo-
and air bleed hole on outer flange pointing up. stat housing (Fig. 12).
(4) Install replacement gasket and thermostat (3) Position the coolant outlet connector and gas-
housing. ket over the thermostat, making sure thermostat is
seated in the thermostat housing.
CAUTION: Tightening the thermostat housing (4) Position outlet connector to thermostat housing
unevenly or with the thermostat out of its recess and install bolts. Tighten bolts to 28 Nm (20 ft. lbs.).
may result in a cracked housing. (5) Install radiator hose to coolant outlet housing.
(6) Connect engine coolant temperature sensor.
7 - 30 ENGINE TJ
EN GI N E COOLAN T T H ERM OSTAT (Cont inue d)
FAN DRI V E V I SCOU S CLU T CH

DESCRIPTION
CAUTION: Engines equipped with serpentine drive
belts have reverse rotating fans and viscous fan
drives. They are marked with the word REVERSE to
designate their usage. Installation of the wrong fan
or viscous fan drive can result in engine overheat-
ing.
The thermal viscous fan drive (Fig. 13) and (Fig.

14) is a silicone-fluid-filled coupling used to connect
the fan blades to the water pump shaft. The coupling
allows the fan to be driven in a normal manner. This
is done at low engine speeds while limiting the top
speed of the fan to a predetermined maximum level
at higher engine speeds.
Fig. 11 Thermostat Recess

1 - GROOVE
Fig. 13 Water Pump Mounted Fan Drive - 2.5L

Engine
1 - THERMAL VISCOUS FAN DRIVE
2 - (4) FAN BLADE-TO-VISCOUS DRIVE BOLTS
3 - (4) FAN HUB-TO-PUMP PULLEY STUDS
4 - WATER PUMP
6 - FAN BLADE
7 - (4) FAN HUB-TO-PUMP PULLEY NUTS
Fig. 12 Thermostat Position

1 - LOCATOR NOTCH
2 - AIR BLEED
(7) Fill cooling system (Refer to 7 - COOLING -

TJ ENGINE 7 - 31
FAN DRI V E V I SCOU S CLU T CH (Cont inue d)
Fig. 15 Viscous Fan Drive - 2.5L Engine

1 - VISCOUS FAN DRIVE
2 - MOUNTING HUB
3 - THERMOSTATIC SPRING
Fig. 14 Water Pump Mounted Fan Drive - 4.0L

Engine
1 - FAN AND FAN DRIVE
OPERATION
A thermostatic bimetallic spring coil is located on
the front face of the viscous fan drive unit (a typical
viscous unit is shown in (Fig. 15) (Fig. 16). This
spring coil reacts to the temperature of the radiator
discharge air. It engages the viscous fan drive for
higher fan speed if the air temperature from the
radiator rises above a certain point. Until additional
engine cooling is necessary, the fan will remain at a
reduced rpm regardless of engine speed.
Only when sufficient heat is present, will the vis- Fig. 16 Viscous Fan Drive - 4.0L Engine
cous fan drive engage. This is when the air flowing 1 - VISCOUS FAN DRIVE
2 - THERMOSTATIC SPRING
through the radiator core causes a reaction to the 3 - MOUNTING NUT TO WATER PUMP HUB
bimetallic coil. It then increases fan speed to provide
the necessary additional engine cooling. may occur when ambient (outside air temperature) is
Once the engine has cooled, the radiator discharge very high.
temperature will drop. The bimetallic coil again Engine loads and temperatures are high such as
reacts and the fan speed is reduced to the previous when towing a trailer.
disengaged speed. Cool silicone fluid within the fan drive unit is
being redistributed back to its normal disengaged
(warm) position. This can occur during the first 15
DI AGN OSI S AN D T EST I N G seconds to one minute after engine start-up on a cold
engine.
VISCOUS FAN DRIVE
LEAKS
NOISE Viscous fan drive operation is not affected by small
oil stains near the drive bearing. If leakage appears
NOTE: It is normal for fan noise to be louder (roar-
excessive, replace the fan drive unit.
ing) when:
The under hood temperature is above the TESTING

engagement point for the viscous drive coupling. This If the fan assembly free-wheels without drag (the
fan blades will revolve more than five turns when
7 - 32 ENGINE TJ
spun by hand), replace the fan drive. This spin test cracks, loose blades, or loose rivets that could
must be performed when the engine is cool. have resulted from excessive vibration. Replace fan
For the following test, the cooling system must be blade assembly if any of these conditions are
in good condition. It also will ensure against exces- found. Also inspect water pump bearing and shaft
sively high coolant temperature. assembly for any related damage due to a viscous
fan drive malfunction.
WARNING: BE SURE THAT THERE IS ADEQUATE
FAN BLADE CLEARANCE BEFORE DRILLING. REMOVAL
(1) The thermal viscous fan drive/fan blade assem-
(1) Drill a 3.18 mm (1/8 in.) diameter hole in the bly is attached (threaded) to water pump hub shaft.
top center of the fan shroud. Remove fan blade/viscous fan drive assembly from
(2) Obtain a dial thermometer with an 8 inch stem water pump by turning mounting nut counterclock-
(or equivalent). It should have a range of -18 - 105C wise as viewed from front. Threads on viscous fan
(-4- 220 F). Insert thermometer through the hole in drive are RIGHT HAND. Using a suitable fan
the shroud. Be sure that there is adequate clearance wrench loosen the fan drive (Fig. 17).
from the fan blades. (2) Remove accessory drive belt (Refer to 7 -
(3) Connect a tachometer and an engine ignition COOLING/ACCESSORY DRIVE/DRIVE BELTS -
timing light (timing light is to be used as a strobe REMOVAL).
light). (3) Some models with certain engines may require
(4) Block the air flow through the radiator. Secure the removal of the fan shroud to remove the viscous
a sheet of plastic in front of the radiator (or air con- fan drive. The fan shroud and fan blade/viscous fan
ditioner condenser). Use tape at the top to secure the drive should be removed from the vehicle as one
plastic and be sure that the air flow is blocked. assembly.
(5) Be sure that the air conditioner (if equipped) is (4) After removing fan blade/viscous fan drive
turned off. assembly, do not place thermal viscous fan drive in
horizontal position. If stored horizontally, silicone
WARNING: USE EXTREME CAUTION WHEN THE
fluid in viscous fan drive could drain into its bearing
ENGINE IS OPERATING. DO NOT STAND IN A
assembly and contaminate lubricant.
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
NOT WEAR LOOSE CLOTHING.
(6) Start the engine and operate at 2400 rpm.

Within ten minutes the air temperature (indicated on
the dial thermometer) should be up to 88 C (190 F).
Fan drive engagement should have started to occur
at between 74 - 85 C (165 - 185 F). Engagement
is distinguishable by a definite increase in fan flow
noise (roaring). The timing light also will indicate an
increase in the speed of the fan.
(7) When the air temperature reaches 88 C (190
F), remove the plastic sheet. Fan drive disengage-
ment should have started to occur at between 57 -
82 C (135 - 180 F). A definite decrease of fan flow
noise (roaring) should be noticed. If not, replace the
defective viscous fan drive unit.
CAUTION: Engines equipped with serpentine drive

belts have reverse rotating fans and viscous fan Fig. 17 Fan and Fan Drive - 4.0L Engine
drives. They are marked with the word REVERSE to
designate their usage. Installation of the wrong fan 2 - WATER PUMP PULLEY
or viscous fan drive can result in engine overheat-
ing. INSTALLATION
(1) Assemble fan blade to viscous fan drive.
CAUTION: If the viscous fan drive is replaced Tighten mounting bolts to 27 Nm (20 ft. lbs.) torque.
because of mechanical damage, the cooling fan (2) Thread the fan and fan drive onto the water
blades should also be inspected. Inspect for fatigue pump pulley.
TJ ENGINE 7 - 33
CAUTION: When installing a serpentine accessory DIAGNOSIS AND TESTING - RADIATOR
COOLANT FLOW
The following procedure will determine if coolant is
flowing through the cooling system.
(3) Install accessory drive belt (Refer to 7 - COOL- If engine is cold, idle engine until normal operating
ING/ACCESSORY DRIVE/DRIVE BELTS - INSTAL- temperature is reached. Then feel the upper radiator
LATION). hose. If hose is hot, the thermostat is open and water
is circulating through cooling system.
RADI AT OR REMOVAL
DESCRIPTION WARNING: DO NOT REMOVE THE CYLINDER

CAUTION: Plastic tanks, while stronger than brass, DRAINCOCK WITH THE SYSTEM HOT AND PRES-
are subject to damage by impact, such as SURIZED. SERIOUS BURNS FROM THE COOLANT
wrenches, mishandling, etc. CAN OCCUR.
A heavy duty down-flow aluminum/plastic radiator Do not waste reusable coolant. If the solution is
is used (Fig. 18). The radiator consists of an alumi- clean, drain the coolant into a clean container for
num core and plastic end tanks, which are fastened reuse.
to the core with clinch tabs and sealed with a high
WARNING: CONSTANT TENSION HOSE CLAMPS
temperature rubber gasket. On automatic transmis-
ARE USED ON MOST COOLING SYSTEM HOSES.
sion equipped vehicles, the lower tank contains a
concentric-tube transmission oil cooler.
If the plastic tank has been damaged, individual TOOLS DESIGNED FOR SERVICING THIS TYPE OF
parts are not available, and the radiator must be CLAMP, SUCH AS SPECIAL CLAMP TOOL NUMBER
replaced. 6094 (Fig. 19). ALWAYS WEAR SAFETY GLASSES
WHEN SERVICING CONSTANT TENSION CLAMPS.

tongue of constant tension clamps (Fig. 20). If
replacement is necessary, use only an original
equipment clamp with matching number or letter.
Fig. 18 Downflow Radiator - Typical

1 - DOWNFLOW RADIATOR
2 - INTEGRAL TRANSMISSION OIL COOLER (INTERNAL TO
RADIATOR)
Fig. 19 Hose Clamp Tool - Typical
OPERATION 1 - HOSE CLAMP TOOL 6094
As air passes through the radiator core, the heat 2 - HOSE CLAMP
within the coolant is dissipated into the ambient air.
7 - 34 ENGINE TJ
RADI AT OR (Cont inue d)
CAUTION: When removing the radiator or A/C con-
denser for any reason, note the location of all radi-
ator-to-body and radiator-to-A/C condenser rubber
air seals (Fig. 21). These are used at the top, bot-
tom and sides of the radiator and A/C condenser.
To prevent overheating, these seals must be
installed to their original positions.
(1) Disconnect negative battery cable at battery.
Fig. 21 Air Seals - Typical

1 - AIR DAM
2 - RADIATOR
3 - AIR DAM
4 - A/C CONDENSER
5 - AIR SEAL
Fig. 20 Clamp Number/Letter Location - Typical

1 - TYPICAL CONSTANT TENSION HOSE CLAMP
2 - CLAMP NUMBER/LETTER LOCATION
3 - TYPICAL HOSE
(2) Observe the previous WARNING. Remove the

radiator cap.
(3) Remove the condenser lower seal from the
lower core support (Fig. 22).
(4) Drain cooling system (Refer to 7 - COOLING -
STANDARD PROCEDURE) drain coolant into a
clean container for reuse.
(5) Remove radiator upper and lower hose clamps.
Remove radiator hoses.
(6) Disconnect coolant reserve/overflow tank hose
Fig. 22 Condenser Lower Seal
from radiator.
(7) 2.4L ONLY - Remove the electric cooling fan (11) Remove six radiator mounting bolts. Position
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN - the front axle vent hose (Fig. 23) to the side.
REMOVAL). (12) The lower part of radiator is equipped with
(8) 4.0L ONLY - Remove the reservoir tank and two alignment dowel pins (Fig. 24). They are located
power steering reservoir and position out of the way. on the bottom of radiator tank and fit into rubber
(9) 4.0L ONLY - Remove the four fan shroud grommets. These rubber grommets are pressed into
mounting bolts (Fig. 23). Position the fan shroud the radiator lower crossmember.
back over the fan blades. (13) Lift radiator straight up and out of vehicle
(10) If equipped, disconnect and plug automatic taking care not to damage radiator fins.
transmission fluid cooler lines.
TJ ENGINE 7 - 35
Fig. 23 Radiator - Remove/Install

1 - A/C CONDENSER SEALS 5 - COOLANT RECOVERY BOTTLE
2 - FAN SHROUD (4.0L) 6 - TRANSMISSION COOLER LINES (IF EQUIPPED)
3 - FAN SHROUD (2.5L) 7 - FRONT AXLE VENT HOSE
4 - TRANSMISSION OIL COOLER LINES RETAINER CLIPS
(14) When removing radiator, note position of the

rubber seals located on the top and bottom of radia-
tor (on certain models only) (Fig. 23). To prevent pos-
sible overheating, these seals must be installed to
their original positions.
CLEANING
Clean radiator fins. With the engine cold, apply
cold water and compressed air to the back (engine
side) of the radiator to flush the radiator and/or A/C
condenser of debris.
INSPECTION
The radiator cooling fins should be checked for
damage or deterioration. Inspect cooling fins to make
sure they are not bent or crushed, these areas result
in reduced heat exchange causing the cooling system
to operate at higher temperatures. Inspect the plastic
end tanks for cracks, damage or leaks.
Inspect the radiator neck for damage or distortion.
Fig. 24 Radiator Alignment Dowels - Typical

1 - RADIATOR
2 - ALIGNMENT DOWEL
3 - RADIATOR LOWER ISOLATOR
4 - RADIATOR LOWER CROSSMEMBER
7 - 36 ENGINE TJ
INSTALLATION
CAUTION: Before installing the radiator or A/C con-
denser, be sure the radiator-to-body and radiator-to-
A/C condenser rubber air seals are properly
fastened to their original positions. These are used
at the top, bottom and sides of the radiator and A/C
condenser. To prevent overheating, these seals
must be installed to their original positions.
(1) Guide the two radiator alignment dowels into

the rubber grommets located in lower radiator cross-
member. Install and tighten the six mounting bolts
(Fig. 23) to 8 Nm (72 in. lbs.) torque.
(2) Close radiator draincock.
(3) 2.4L ONLY - Install the electric cooling fan
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN -
INSTALLATION).
(4) Position fan shroud and power steering reser-
voir tank (if equipped). Install and tighten four
mounting bolts to 8 Nm (72 in. lbs.) torque.
(5) If equipped, remove plugs and connect auto-
matic transmission fluid cooler lines and constant
tension clamps.
CAUTION: The tangs on the hose clamps must be Fig. 25 Water Pump
positioned straight down.
1 - CYLINDER BLOCK
2 - WATER PUMP
(6) Connect radiator hoses and install hose clamps.
(7) Position and install the condenser lower seal DI AGN OSI S AN D T EST I N G
(Fig. 22).
(8) Connect battery negative cable.
(9) Fill cooling system with correct coolant (Refer
WATER PUMP
A quick flow test to determine if the water pump is
to 7 - COOLING - STANDARD PROCEDURE).
working effectively is to check heater system for
(10) Connect coolant recovery bottle hose.
proper operation. A defective pump will not provide
(11) Install radiator cap.
an adequate flow of heated coolant through the sys-
(12) Check and adjust automatic transmission
tem.
fluid level (if equipped).
(13) Start engine and check for leaks. WARNING: DO NOT REMOVE THE COOLING SYS-
TEM PRESSURE CAP WITH THE SYSTEM HOT AND
UNDER PRESSURE BECAUSE SERIOUS BURNS
WAT ER PU M P - 2 .4 L FROM COOLANT CAN OCCUR.
DESCRIPTION Another flow test to help determine water pump
The water pump has a cast aluminum body and operation is as follows:
housing with a stamped steel impeller. The water (1) Remove cooling system pressure cap.
pump bolts directly to the block (Fig. 25). The cylin- (2) Remove a small amount of coolant from the
der block to water pump seal is provided by a rubber system.
O-ring. The water pump is driven by the engine tim- (3) Start the engine and warm up until thermostat
ing belt. opens.
(4) With the thermostat open and coolant level low,
OPERATION visually inspect for coolant flow. If flow is present,
The water pump is the heart of the cooling system. the water pump is pumping coolant through the sys-
The coolant is pumped through the engine block, cyl- tem.
inder head, heater core, and radiator.
TJ ENGINE 7 - 37
WAT ER PU M P - 2 .4 L (Cont inue d)
REMOVAL - 2. 4L
(1) Drain cooling system (Refer to 7 - COOLING/
ENGINE - STANDARD PROCEDURE).
(2) Remove timing belt (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT AND SPROCKETS -
REMOVAL).
(3) Remove camshaft sprockets and rear timing
belt cover (Refer to 9 - ENGINE/VALVE TIMING/
TIMING BELT AND SPROCKETS - REMOVAL).
(4) Remove screws attaching water pump to
engine. Remove pump (Fig. 26).
Fig. 27 Water Pump Body

1 - IMPELLER
2 - WATER PUMP BODY
3 - O-RING LOCATING GROOVE
(4) Rotate pump by hand to check for freedom of

movement.
(5) Fill cooling system (Refer to 7 - COOLING/EN-
GINE - STANDARD PROCEDURE). Pressurize cool-
ing system to 103 Kpa (15 psi) with pressure tester
and check water pump shaft seal and O-ring for
leaks.
(6) Install rear timing belt cover and camshaft
sprockets (Refer to 9 - ENGINE/VALVE TIMING/
TIMING BELT AND SPROCKETS - INSTALLA-
TION).
(7) Install timing belt (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT AND SPROCKETS -
Fig. 26 Water Pump INSTALLATION).
1 - CYLINDER BLOCK
2 - WATER PUMP
WAT ER PU M P - 4 .0 L
I N STALLAT I ON
DESCRIPTION
INSTALLATION 2. 4L
(1) Apply Mopart Dielectric Grease to new O-ring CAUTION: The 4.0L 6-cylinder engines is equipped
before installation (Fig. 27). with a reverse (counterclockwise) rotating water
(2) Install O-ring gasket in water pump body pump and thermal viscous fan drive assembly.
groove (Fig. 27). REVERSE is stamped or imprinted on the cover of
the viscous fan drive and inner side of the fan. The
CAUTION: Make sure O-ring gasket is properly letter R is stamped into the back of the water pump
seated in water pump groove before tightening impeller. Engines from previous model years,
screws. An improperly located O-ring may cause depending upon application, may have been
damage to the O-ring, resulting in a coolant leak. equipped with a forward (clockwise) rotating water
pump. Installation of the wrong water pump or vis-
(3) Assemble pump body to block (Fig. 26) and cous fan drive will cause engine over heating.
tighten screws to 12 Nm (105 in. lbs.).
7 - 38 ENGINE TJ
This aluminum water pump (Fig. 28) is the heart
of the cooling system. The water pump is located at
the front of the cylinder block, above the timing
chain cover
The water pump impeller is pressed onto the rear
of a shaft that rotates in bearings pressed into the
housing. The housing has two small holes to allow
seepage to escape. The water pump seals are lubri-
cated by the antifreeze in the coolant mixture. No
additional lubrication is necessary.
Fig. 29 Water Pump - 4.0L Engine

1 - HEATER HOSE FITTING BORE
2 - WATER PUMP
3 - WATER PUMP HUB
The water pump impeller is pressed on the rear of

the pump shaft and bearing assembly. The water
pump is serviced only as a complete assembly.
WARNING: DO NOT REMOVE THE BLOCK DRAIN

PLUG(S) OR LOOSEN RADIATOR DRAINCOCK
Fig. 28 Water Pump - Typical WITH THE SYSTEM HOT AND UNDER PRESSURE.
1 - HEATER HOSE FITTING BORE SERIOUS BURNS FROM COOLANT CAN OCCUR.
2 - WATER PUMP
3 - WATER PUMP HUB DO NOT WASTE reusable coolant. If the solution
is clean, drain coolant into a clean container for
OPERATION reuse.
A centrifugal water pump circulates coolant (1) Disconnect negative battery cable at battery.
through the water jackets, passages, intake manifold, (2) Drain the cooling system (Refer to 7 - COOL-
radiator core, cooling system hoses and heater core. ING - STANDARD PROCEDURE).
The pump is driven from the engine crankshaft by a
single serpentine drive belt on all engines. NOTE: The engine accessory drive belt must be
removed prior to removing the fan.
REMOVAL
The water pump can be removed without discharg- (3) Remove accessory drive belt (Refer to 7 -
ing the air conditioning system (if equipped). COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
CAUTION: All engines have a reverse (counterclock- (4) The thermal viscous fan drive/fan blade assem-
wise) rotating water pump. The letter R is stamped bly is attached (threaded) to water pump hub shaft.
into the back of the water pump impeller (Fig. 29) to Remove fan blade/viscous fan drive assembly from
identify. Engines from previous model years, water pump by turning mounting nut counterclock-
depending upon application, may be equipped with wise as viewed from front. Threads on viscous fan
a forward (clockwise) rotating water pump. Installa- drive are RIGHT HAND. Using a suitable fan
tion of the wrong water pump will cause engine wrench loosen the fan drive (Fig. 30).
over heating. (5) Remove power steering pump (Refer to 19 -
STEERING/PUMP - REMOVAL).
TJ ENGINE 7 - 39
Fig. 30 Fan and Fan Drive Mounting - 4.0L Engine

Fig. 32 Clamp Number/Letter Location
WARNING: CONSTANT TENSION HOSE CLAMPS 1 - TYPICAL CONSTANT TENSION HOSE CLAMP
ARE USED ON MOST COOLING SYSTEM HOSES. 2 - CLAMP NUMBER/LETTER LOCATION
3 - TYPICAL HOSE
TOOLS DESIGNED FOR SERVICING THIS TYPE OF (7) After removing fan blade/viscous fan drive
CLAMP, SUCH AS SPECIAL CLAMP TOOL NUMBER assembly, do not place thermal viscous fan drive in
6094 (Fig. 31). ALWAYS WEAR SAFETY GLASSES horizontal position. If stored horizontally, silicone
WHEN SERVICING CONSTANT TENSION CLAMPS. fluid in viscous fan drive could drain into its bearing
assembly and contaminate lubricant.
(8) Remove the four pump mounting bolts (Fig. 33)
and remove pump from vehicle. Discard old gasket.
Note that one of the four bolts is longer than the
other bolts.
(9) If pump is to be replaced, the heater hose fit-
ting must be removed. Note position of fitting before
removal.
INSTALLATION
(1) If pump is being replaced, install the heater
hose fitting to the pump. Use a sealant on the fitting
such as Mopart Thread Sealant With Teflon. Refer to
the directions on the package.
(2) Clean the gasket mating surfaces. If the origi-
Fig. 31 Hose Clamp Tool - Typical nal pump is used, remove any deposits or other for-
eign material. Inspect the cylinder block and water
1 - HOSE CLAMP TOOL 6094
2 - HOSE CLAMP pump mating surfaces for erosion or damage from
cavitation.
CAUTION: A number or letter is stamped into the (3) Install the gasket and water pump. The sili-
tongue of constant tension clamps (Fig. 32). If cone bead on the gasket should be facing the water
replacement is necessary, use only an original pump. Also, the gasket is installed dry. Tighten
equipment clamp with matching number or letter. mounting bolts to 23 Nm (200 in. lbs.) torque. Rotate
the shaft by hand to be sure it turns freely.
(6) Remove lower radiator hose from water pump. (4) Connect the radiator and heater hoses to the
Remove heater hose from water pump fitting. water pump.
7 - 40 ENGINE TJ
sure relief point (in pounds) is engraved on top of the
cap
The cooling system will operate at pressures
slightly above atmospheric pressure. This results in a
higher coolant boiling point allowing increased radi-
ator cooling capacity. The cap contains a spring-
loaded pressure relief valve. This valve opens when
system pressure reaches the release range of 124-145
kPa (18-21 psi).
A rubber gasket seals the radiator filler neck. This
is done to maintain vacuum during coolant cool-down
and to prevent leakage when system is under pres-
sure.
Fig. 33 Water Pump Remove/Install - 4.0L Engine

1 - HEATER HOSE FITTING
2 - PUMP GASKET
3 - WATER PUMP
4 - LONG BOLT
5 - BOLTS (4) SHORT
(5) Install power steering pump (Refer to 19 -

STEERING/PUMP - INSTALLATION).
(6) Thread the fan and fan hub into the water
pump hub shaft.
CAUTION: When installing the serpentine engine

accessory drive belt, the belt MUST be routed cor-
rectly. If not, the engine may overheat due to the
water pump rotating in the wrong direction. for
appropriate belt routing. You may also refer to the
Belt Routing Label in the vehicle engine compart-
ment.
(7) Install accessory drive belt (Refer to 7 - COOL-

ING/ACCESSORY DRIVE/DRIVE BELTS - INSTAL- Fig. 34 Radiator Pressure Cap - Typical
LATION). 1 - FILLER NECK SEAL
(8) Fill cooling system with coolant (Refer to 7 - 2 - VACUUM VENT VALVE
COOLING - STANDARD PROCEDURE). 3 - PRESSURE RATING
4 - PRESSURE VALVE
(9) Connect battery cable to battery.
(10) Start and warm the engine. Check for leaks.
OPERATION
A vent valve in the center of the cap will remain
RADI AT OR PRESSU RE CAP shut as long as the cooling system is pressurized. As
the coolant cools, it contracts and creates a vacuum
in cooling system. This causes the vacuum valve to
DESCRIPTION
open and coolant in reserve/overflow tank to be
All radiators are equipped with a pressure cap
drawn through connecting hose into radiator. If the
(Fig. 34). This cap releases pressure at some point
vacuum valve is stuck shut, or overflow hose is
within a range of 124-145 kPa (18-21 psi). The pres-
kinked, radiator hoses will collapse on cool-down.
TJ ENGINE 7 - 41
RADI AT OR PRESSU RE CAP (Cont inue d)

DIAGNOSIS AND TESTING - RADIATOR
CAP-TO-FILLER NECK SEAL
The pressure cap upper gasket (seal) pressure
relief can be tested by removing overflow hose from
radiator filler neck nipple. Attach hose of pressure
tester tool 7700 (or equivalent) to nipple. It will be
necessary to disconnect hose from its adapter for
filler neck. Pump air into radiator. The pressure cap
upper gasket should relieve at 69-124 kPa (10-18 psi)
and hold pressure at a minimum of 55 kPa (8 psi).
WARNING: THE WARNING WORDS - DO NOT OPEN

HOT - ON RADIATOR PRESSURE CAP, ARE A
SAFETY PRECAUTION. WHEN HOT, PRESSURE
BUILDS UP IN COOLING SYSTEM. TO PREVENT
SCALDING OR INJURY, RADIATOR CAP SHOULD
NOT BE REMOVED WHILE SYSTEM IS HOT AND/OR
UNDER PRESSURE.
Do not remove radiator cap at any time except for Fig. 35 Pressure Testing Radiator Cap - Typical
the following purposes:
1 - PRESSURE CAP
(1) Check and adjust antifreeze freeze point. 2 - TYPICAL COOLING SYSTEM PRESSURE TESTER
(2) Refill system with new antifreeze.
(3) Conducting service procedures. pressure or vacuum when installed on radiator. If so,
(4) Checking for vacuum leaks. inspect radiator filler neck and caps top gasket for
damage. Also inspect for dirt or distortion that may
WARNING: IF VEHICLE HAS BEEN RUN RECENTLY, prevent cap from sealing properly.
WAIT AT LEAST 15 MINUTES BEFORE REMOVING
RADIATOR CAP. WITH A RAG, SQUEEZE RADIATOR CAUTION: Radiator pressure testing tools are very
UPPER HOSE TO CHECK IF SYSTEM IS UNDER sensitive to small air leaks, which will not cause
PRESSURE. PLACE A RAG OVER CAP AND WITH- cooling system problems. A pressure cap that does
OUT PUSHING CAP DOWN, ROTATE IT COUNTER- not have a history of coolant loss should not be
CLOCKWISE TO FIRST STOP. ALLOW FLUID TO replaced just because it leaks slowly when tested
ESCAPE THROUGH THE COOLANT RESERVE/ with this tool. Add water to tool. Turn tool upside
OVERFLOW HOSE INTO RESERVE/OVERFLOW down and recheck pressure cap to confirm that cap
TANK. SQUEEZE RADIATOR UPPER HOSE TO needs replacement.
DETERMINE WHEN PRESSURE HAS BEEN
RELEASED. WHEN COOLANT AND STEAM STOP
BEING PUSHED INTO TANK AND SYSTEM PRES- CLEANING
SURE DROPS, REMOVE RADIATOR CAP COM- Use only a mild soap and water to clean the radi-
PLETELY. ator cap. Using any type solvent may cause damage
to the seal in the radiator cap.
DIAGNOSIS AND TESTING - RADIATOR CAP INSPECTION

Remove cap from radiator. Be sure that sealing Hold cap at eye level, right side up. The vent valve
surfaces are clean. Moisten rubber gasket with water (Fig. 34) at bottom of cap should open. If rubber gas-
and install cap on pressure tester 7700 or an equiv- ket has swollen and prevents vent valve from open-
alent (Fig. 35). ing, replace cap.
Operate tester pump to bring pressure to 117 kPa Hold cap at eye level, upside down. If any light can
(17 psi) on gauge. If pressure cap fails to hold pres- be seen between vent valve and rubber gasket,
sure of at least 110 kPa (16 psi) replace cap. Refer to replace cap. Do not use a replacement cap that
the following CAUTION. has a spring to hold vent shut. A replacement cap
The pressure cap may test properly while posi- must be the type designed for a coolant reserve/over-
tioned on tool 7700 (or equivalent). It may not hold flow system with a completely sealed diaphragm
7 - 42 ENGINE TJ
RADI AT OR PRESSU RE CAP (Cont inue d)
spring and a rubber gasket. This gasket is used to
seal to radiator filler neck top surface. Use of proper
cap will allow coolant return to radiator.
RADI AT OR FAN
DESCRIPTION
The electric cooling fan replaces the engine driven
mechanical fan. The electric cooling fan is integral to
the fan shroud and is located between the radiator
and the engine.
The electric fan is controlled by the electronic con-
trol module (ECM).
The electric cooling fan is not serviceable. Any fail-
ure of the fan blade, electric motor or fan shroud
requires replacement of the fan module.
CAUTION: Do not attempt to service the electric

cooling fan or fan blades separately, replace the
cooling module as an assembly. Failure to do so
may cause severe damage to the electric cooling
fan assembly. Fig. 36 Coolant Recovery Bottle
2 - COOLING FAN ASSEMBLY
2 - POWER STEERING RESERVOIR
REM OVAL
REMOVAL
(1) Remove the coolant recovery bottle and position
out of the way (Fig. 36).
(2) Remove and position the power steering reser-
voir out of the way.
(3) Disconnect the electrical connector.
(4) Remove the mounting screws.
(5) Remove the cooling fan assembly (Fig. 37).
REMOVAL - 4. 0L
(1) Remove the thermal viscous fan drive/fan blade
assembly (Refer to 7 - COOLING/ENGINE/FAN
DRIVE VISCOUS CLUTCH - REMOVAL).
(2) Remove the four fan retaining bolts.
(3) Seperate the fan blade from the thermal vis-
cous fan drive.
CLEANING
Clean the fan blades using a mild soap and water.
Do not use an abrasive to clean the blades.
INSPECTION Fig. 37 Electrical Connector

1 - ELECTRICAL CONNECTOR
2 - MOUNTING SCREW
WARNING: DO NOT ATTEMPT TO BEND OR
STRAIGHTEN FAN BLADES IF FAN IS NOT WITHIN
SPECIFICATIONS.
TJ ENGINE 7 - 43
RADI AT OR FAN (Cont inue d)
CAUTION: If fan blade assembly is replaced (4) Install the power steering reservoir.
because of mechanical damage, water pump and (5) Install the coolant recovery bottle.
viscous fan drive should also be inspected. These
components could have been damaged due to INSTALLATION - 4. 0L
excessive vibration. (1) Position the fan blade on the thermal viscous
fan drive.
(1) Remove fan blade assembly from viscous fan (2) Install four mounting bolts. Tighten to 23 NM
drive unit (four bolts). (210 in. lbs.).
(2) Lay fan on a flat surface with leading edge fac- (3) Install the thermal viscous fan drive (Refer to 7
ing down. With tip of blade touching flat surface, - COOLING/ENGINE/FAN DRIVE VISCOUS
replace fan if clearance between opposite blade and CLUTCH - INSTALLATION).
surface is greater than 2.0 mm (.090 inch). Rocking
motion of opposite blades should not exceed 2.0 mm
(.090 inch). Test all blades in this manner. RADI AT OR FAN RELAY
(3) Inspect fan assembly for cracks, bends, loose
rivets or broken welds. Replace fan if any damage is DESCRIPTION
found. The electric cooling fan HI and LOW relays are
located in the Power Distribution Center (PDC) in
the engine compartment. See the fuse and relay lay-
I N STALLAT I ON
out label affixed to the inside surface of the PDC
cover for cooling fan relay identification and location.
INSTALLATION The HI and LOW cooling fan relays cannot be
(1) Position the cooling fan assembly.
adjusted or repaired. If the HI or LOW relay is dam-
(2) Install four mounting screws. Tighten to 5.5
aged or faulty, it must be replaced.
Nm (50 in. lbs.)
(3) Connect the electrical connector.
7 - 44 TRANSMISSION TJ
T RAN SM I SSI ON
TABLE OF CONTENTS
page page
TRANSMISSION COOLER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 44
T RAN SM I SSI ON COOLER

DESCRIPTION
NOTE: The internal transmission oil cooler located
within the radiator is not serviceable. If it requires
service, the radiator must be replaced.
All models equipped with an automatic transmis-

sion are equipped with a transmission oil cooler
(water-to-oil) mounted internally within the radiator
tank (Fig. 1). This internal cooler is supplied as stan-
dard equipment on all models equipped with an auto-
matic transmission.
OPERATION
Transmission oil is cooled when it passes through
this separate cooler. In case of a leak in the internal
radiator mounted transmission oil cooler, engine cool- Fig. 1 Radiator with Integral Transmission Oil
ant may become mixed with transmission fluid or Cooler
transmission fluid may enter the cooling system. 1 - DOWNFLOW RADIATOR
Both cooling system and transmission should be 2 - INTEGRAL TRANSMISSION OIL COOLER (INTERNAL TO
drained and inspected if the internal radiator RADIATOR)
mounted transmission cooler is leaking.
TJ AUDIO/VIDEO 8A - 1
AUDIO/VIDEO
page page
AUDIO RADIO
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . ...1 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING - AUDIO . . . . . . . ...1 REMOVAL .............................6
AMPLIFIED SUBWOOFER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...3 RADIO NOISE SUPPRESSION COMPONENTS
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . ...3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DIAGNOSIS AND TESTING - AMPLIFIED DIAGNOSIS AND TESTING - RADIO NOISE
SUBWOOFER . . . . . . . . . . . . . . . . . . . . . . ...3 SUPPRESSION COMPONENTS ...........7
REMOVAL .......................... ...3 REMOVAL .............................8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . ...3 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ANTENNA BODY & CABLE SPEAKER
DIAGNOSIS AND TESTING - ANTENNA BODY OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AND CABLE ....................... ...4 DIAGNOSIS AND TESTING - SPEAKER . . . . . . . 8
REMOVAL .......................... ...5 REMOVAL .............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . ...5 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
AU DI O The audio system components operate on battery

current received through a fuse in the Junction Block
(JB) on a fused ignition switch output (run-acc) cir-
DESCRIPTION
cuit so that the system will only operate when the
Several combinations of radio receivers and
ignition switch is in the Run or Accessory positions.
speaker systems are offered.
The audio system includes the following compo-
nents:
DIAGNOSIS AND TESTING - AUDIO
Any diagnosis of the Audio system should
Amplified sub woofer (if equipped)
begin with the use of the DRB IIIt diagnostic
Antenna
tool. For information on the use of the DRB
Radio noise suppression components
IIIt, refer to the appropriate Diagnostic Service
Radio receiver
Manual.
Speakers
For complete circuit diagrams, refer to the appro-
Certain functions and features of the audio system
priate wiring information.
rely upon resources shared with other electronic
modules in the vehicle over the Programmable Com- WARNING: ON VEHICLES EQUIPPED WITH AIR-
munication Interface (PCI) bus network. The data BAGS, (REFER TO ELECTRICAL/RESTRAINTS)
bus network allows the sharing of sensor informa- BEFORE ATTEMPTING ANY STEERING WHEEL,
tion. For diagnosis of these electronic modules or of STEERING COLUMN, OR INSTRUMENT PANEL
the data bus network, the use of a DRB IIIt scan tool COMPONENT DIAGNOSIS OR SERVICE. FAILURE
and the proper Diagnostic Procedures manual are TO TAKE THE PROPER PRECAUTIONS COULD
recommended. RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
OPERATION
The audio system components are designed to pro-
vide audio entertainment and information through
the reception, tuning and amplification of locally
broadcast radio signals in both the Amplitude Modu-
lating (AM) and Frequency Modulating (FM) com-
mercial frequency ranges.
8A - 2 AUDIO/VIDEO TJ
AU DI O (Cont inue d)
Audio System Diagnosis
CONDITION POSSIBLE CAUSE CORRECTION
NO AUDIO. 1. Fuse inoperative. 1. Check radio fuse and Ignition-Off Draw fuse in Power
Distribution Center. Replace fuses, if required.
2. Radio connector 2. Check for loose or corroded radio connector. Repair, if
damaged. required.
3. Wiring damaged. 3. Check for battery voltage at radio connector. Repair wiring, if
required.
4. Ground damaged. 4. Check for continuity between radio chassis and a known good
ground. There should be continuity. Repair ground, if required.
5. Radio inoperative. 5. Exchange or replace radio, if required.
6. Speakers inoperative. 6. Refer to speaker diagnosis.
NO DISPLAY. 1. Fuse inoperative. 1. Check radio fuse and Ignition-Off Draw fuse in Power
Distribution Center. Replace fuses, if required.
damaged. required.
required.
CLOCK WILL 1. Fuse inoperative. 1. Check ignition-off draw fuse. Replace fuse, if required.
NOT KEEP SET
TIME.
damaged. required.
required.
POOR RADIO 1. Antenna inoperative. 1. See antenna diagnosis, in this group. Repair or replace
RECEPTION. antenna, if required.
ground. There should be continuity. Repair ground, if required..
NO/POOR TAPE 1. Tape damaged. 1. Insert known good tape and test operation.
OPERATION.
2. Foreign objects behind 2. Remove foreign objects and test operation.
tape door.
3. Dirty cassette tape 3. Clean head with Mopar Cassette Head Cleaner.
head.
4. Radio inoperative 4. Exchange or replace radio, if required.
AU DI O (Cont inue d)
Audio System Diagnosis
NO COMPACT 1. CD damaged. 1. Insert known good CD and test operation.

DISC
OPERATION
2. Foreign material on 2. Clean CD and test operation.
CD.
3. Condensation on CD 3. Allow temperature of vehicle interior to stabilize and test
or optics. operation.
4. Radio inoperative 4. Exchange or replace radio, if required.
AM PLI FI ED SU BWOOFER (1) Turn the ignition switch to the On position.

Turn the radio receiver on. Adjust the balance and
fader controls to check the performance of each indi-
DESCRIPTION
vidual speaker. Note the speaker locations that are
The available amplified subwoofer is mounted
not performing correctly.
within the center console. The amplified subwoofer is
(2) Disconnect the wire harness connector from the
rated at 80 watts. The amplified subwoofer should be
amplified subwoofer. Turn the ignition switch to the
checked if there is no bass output noted from the
ON position. Turn the radio ON. Check the radio
center console speaker. The amplified subwoofer can
choke relay wire harness connector. If not OK, repair
not be repaired or adjusted, and if faulty or damaged,
shorted or open wires as necessary. If OK, go to
the unit must be replaced.
(STEP #3).
(3) Turn the radio off. Turn the ignition switch to
OPERATION the Off position. Disconnect and isolate the battery
The amplified subwoofer provides low frequency
negative cable. Remove the radio and the amplified
bass and receives inputs from the front and rear
subwoofer. Check both the speaker feed (+) circuit
speaker circuits.
and return () circuit cavities for the inoperative
speaker location(s) from the radio wire harness con-
DIAGNOSIS AND TESTING - AMPLIFIED nectors and to the amplified subwoofer for continuity.
SUBWOOFER In each case, there should be continuity. If not OK,
Any diagnosis of the Audio system should repair the shorted speaker feed (+) and/or return ()
begin with the use of the DRB IIIt diagnostic circuit(s) to the speaker as required. If OK, replace
tool. For information on the use of the DRB the amplified subwoofer.
IIIt, refer to the appropriate Diagnostic Service
Manual. REMOVAL
For complete circuit diagrams, refer to the appro- (1) Disconnect and isolate the battery negative
priate wiring information. cable.
(2) Remove the center console (Refer to 23 -
WARNING: ON VEHICLES EQUIPPED WITH AIR- BODY/INTERIOR/CENTER CONSOLE -
BAGS, REFER TO ELECTRICAL, RESTRAINTS REMOVAL).
BEFORE ATTEMPTING ANY STEERING WHEEL, (3) Disconnect wire harness retainer.
STEERING COLUMN, OR INSTRUMENT PANEL (4) Disconnect wire harness connector.
COMPONENT DIAGNOSIS OR SERVICE. FAILURE (5) Remove the mounting screws from the side of
TO TAKE THE PROPER PRECAUTIONS COULD the console.
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT (6) Open console lid and remove the retaining fas-
AND POSSIBLE PERSONAL INJURY. teners from the console.
(7) Remove amplified subwoofer from console.
CAUTION: The speaker output of the radio is a
floating ground system. Do not allow any speaker INSTALLATION
lead to short to ground, as damage to the radio (1) Install amplified subwoofer to console.
may result. (2) Install retaining fasteners to the top of the con-
sole.
AM PLI FI ED SU BWOOFER (Cont inue d)
(3) Install the mounting screws to the side of the from the coaxial connector behind the right side of
console. the instrument panel between the radio and the
(4) Connect wire harness connector and retainer. right side cowl panel, to the coaxial cable connec-
(5) Install the center console (Refer to 23 - BODY/ tor at the radio.
INTERIOR/CENTER CONSOLE - INSTALLATION).
(6) Connect the battery negative cable.
AN T EN N A BODY & CABLE

DESCRIPTION
All models use a fixed-length stainless steel rod-
type antenna mast, installed on the right front cowl
side panel of the vehicle. The antenna mast is con-
nected to the center wire of the coaxial antenna
cable, and is not grounded to any part of the vehicle.
To eliminate static, the antenna base must have a
good ground. The antenna coaxial cable shield (the
outer wire mesh of the cable) is grounded to the
antenna base and the radio chassis.
The antenna coaxial cable has an additional dis-
connect, located behind the right end of the instru-
ment panel between the radio and the right cowl side
panel. This additional disconnect allows the instru-
ment panel assembly to be removed and installed
without removing the radio. Fig. 1 Antenna Tests
DIAGNOSIS AND TESTING - ANTENNA BODY TEST 1

Test 1 determines if the antenna mast is insulated
AND CABLE from the base. Proceed as follows:
(1) Unplug the antenna coaxial cable connector
WARNING: ON VEHICLES EQUIPPED WITH AIR-
from the radio chassis and isolate.
BAGS, (REFER TO ELECTRICAL/RESTRAINTS)
(2) Connect one ohmmeter test lead to the tip of
BEFORE ATTEMPTING ANY STEERING WHEEL,
the antenna mast. Connect the other test lead to the
STEERING COLUMN, OR INSTRUMENT PANEL
antenna base. Check for continuity.
COMPONENT DIAGNOSIS OR SERVICE. FAILURE
(3) There should be no continuity. If continuity is
TO TAKE THE PROPER PRECAUTIONS COULD
found, replace the faulty or damaged antenna base
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
and cable assembly.
The following four tests are used to diagnose the

TEST 2
antenna with an ohmmeter: Test 2 checks the antenna for an open circuit as
Test 1 - Mast to ground test follows:
Test 2 - Tip-of-mast to tip-of-conductor test (1) Unplug the antenna coaxial cable connector
Test 3 - Body ground to battery ground test from the radio chassis.
Test 4 - Body ground to coaxial shield test. (2) Connect one ohmmeter test lead to the tip of
The ohmmeter test lead connections for each test the antenna mast. Connect the other test lead to the
are shown in Antenna Tests (Fig. 1). center pin of the antenna coaxial cable connector.
(3) Continuity should exist (the ohmmeter should
NOTE: This model has a two-piece antenna coaxial only register a fraction of an ohm). High or infinite
cable. Tests 2 and 4 must be conducted in two resistance indicates damage to the base and cable
steps to isolate an antenna cable problem. First, assembly. Replace the faulty base and cable, if
test the primary antenna cable (integral to the required.
antenna body and cable) from the coaxial cable
connector behind the right side of the instrument TEST 3
panel between the radio and the right side cowl Test 3 checks the condition of the vehicle body
panel, to the antenna body. Then, test the second- ground connection. This test should be performed
ary antenna cable (instrument panel antenna cable) with the battery positive cable removed from the bat-
AN T EN N A BODY & CABLE (Cont inue d)
tery. Disconnect both battery cables, the negative
cable first. Reconnect the battery negative cable and
perform the test as follows:
(1) Connect one ohmmeter test lead to the vehicle
fender. Connect the other test lead to the battery
negative post.
(2) The resistance should be less than one ohm.
(3) If the resistance is more than one ohm, check
the braided ground strap connected to the engine and
the vehicle body for being loose, corroded, or dam-
aged. Repair or replace the ground strap connection,
if required.
TEST 4
Test 4 checks the condition of the ground between
the antenna base and the vehicle body as follows:
(1) Connect one ohmmeter test lead to the vehicle
fender. Connect the other test lead to the outer crimp
on the antenna coaxial cable connector.
(2) The resistance should be less then one ohm.
(3) If the resistance is more then one ohm, clean
and/or tighten the antenna base to fender mounting
hardware. Fig. 2 Antenna Remove/Install
1 - RIGHT COWL SIDE PANEL
REMOVAL 2
3
-
-
BASE & CABLE
GROMMET
4 - SCREW
WARNING: ON VEHICLES EQUIPPED WITH AIR- 5 - COVER
BAGS, (REFER TO ELECTRICAL/RESTRAINTS) 6 - MAST
STEERING COLUMN, OR INSTRUMENT PANEL (8) From the outside of the vehicle, pull the
COMPONENT DIAGNOSIS OR SERVICE. FAILURE antenna body base and cable assembly out through
TO TAKE THE PROPER PRECAUTIONS COULD the hole in the right outer cowl side panel.
AND POSSIBLE PERSONAL INJURY. INSTALLATION
(1) Disconnect and isolate the battery negative WARNING: ON VEHICLES EQUIPPED WITH AIR-
cable. BAGS, (REFER TO ELECTRICAL/RESTRAINTS)
(2) Remove the glove box from the instrument BEFORE ATTEMPTING ANY STEERING WHEEL,
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ STEERING COLUMN, OR INSTRUMENT PANEL
GLOVE BOX - REMOVAL). COMPONENT DIAGNOSIS OR SERVICE. FAILURE
(3) Reach through the instrument panel glove box TO TAKE THE PROPER PRECAUTIONS COULD
opening to unplug the two antenna coaxial cables in RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
line connector. Unplug the connector by pulling it AND POSSIBLE PERSONAL INJURY.
apart while twisting the metal connector halves. Do
(1) From outside the vehicle, feed the antenna
not pull on the cable.
cable and base assembly through the outer cowl side
(4) Unscrew the antenna mast from the antenna
panel and into the inner cowl side panel hole.
body base on the right outer cowl side panel (Fig. 2).
(2) From inside the passenger compartment, pull
(5) Using a trim stick, gently pry the edge of the
the cable and grommet into the hole in the inside
antenna base trim cover to unsnap it from the
cowl side panel until the grommet is fully seated.
antenna body base.
(3) Install the three screws retaining the antenna
(6) Remove the three screws that secure the
body base to right outer cowl side panel. Tighten the
antenna body base to the right outer cowl side panel.
screws to 3.3 Nm (30 in. lbs.).
(7) From inside the passenger compartment, push
(4) Snap on the antenna base trim cover to the
the coaxial cable grommet on the antenna body half
antenna body base.
of the coaxial cable out through the hole in the right
(5) Install antenna mast. Tighten to 5 Nm (46 in.
inner cowl side panel.
lbs.). Ensure that the antenna mast is fully
AN T EN N A BODY & CABLE (Cont inue d)
seated on antenna base and that there is no gap (3) Remove the center bezel (Refer to 23 - BODY/
between the mast and base. INSTRUMENT PANEL/INSTRUMENT PANEL
(6) Reach through the glove box opening and con- CENTER BEZEL - REMOVAL).
nect the two antenna coaxial cables in line connector. (4) Remove the screws that secure the radio to the
(7) Install the glove box to the instrument panel instrument panel.
(Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE (5) If the vehicle is equipped with the CD radio, go
BOX - INSTALLATION). to Step 6. If the vehicle is not equipped with the CD
(8) Connect the battery negative cable. radio receiver, go to Step 8.
(6) Remove the glove box from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
RADI O GLOVE BOX - REMOVAL).
(7) Reach through the instrument panel glove box
DESCRIPTION opening to access and remove the nut that secures
Available factory-installed radio receivers for this the CD radio bracket and the ground strap to the
model include: back of the radio.
AM/FM/cassette with CD changer control fea- (8) Pull the radio out from the instrument panel
ture (RBB sales code) far enough to access the wire harness connectors and
AM/FM/CD with CD changer control feature the antenna coaxial cable connector.
(RBK sales code) (9) Unplug the wire harness connectors from the
AM/FM/cassette/CD/ with CD changer control rear of the radio.
feature (RAD, RBT or RBY sales code) - export only
All factory-installed radio receivers can communi- CAUTION: Pulling the antenna cable straight out of
cate on the Programmable Communications Interface the radio without pulling on the locking antenna
(PCI) data bus network. All factory-installed receiv- connector could damage the cable or radio.
ers are stereo Electronically Tuned Radios (ETR) and
include an electronic digital clock function. (10) Disconnect the antenna cable by pulling the
These radio receivers can only be serviced by an locking antenna connector away from the radio (Fig.
authorized radio repair station. See the latest War- 3).
ranty Policies and Procedures manual for a current
listing of authorized radio repair stations.
OPERATION
The radio receiver operates on ignition switched
battery current that is available only when the igni-
tion switch is in the On or Accessory positions. The
electronic digital clock function of the radio operates
on fused battery current supplied through the IOD
fuse, regardless of the ignition switch position.
REMOVAL
STEERING COLUMN, OR INSTRUMENT PANEL Fig. 3 ANTENNA TO RADIO
COMPONENT DIAGNOSIS OR SERVICE. FAILURE 1 - RADIO
TO TAKE THE PROPER PRECAUTIONS COULD 2 - LOCKING ANTENNA CONNECTOR
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT 3 - INSTRUMENT PANEL ANTENNA CABLE
(11) Remove the radio from the instrument panel.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument panel top cover from
the instrument panel. (Refer to 23 - BODY/INSTRU-
MENT PANEL/INSTRUMENT PANEL TOP COVER
- REMOVAL).
RADI O (Cont inue d)
INSTALLATION STEERING COLUMN, OR INSTRUMENT PANEL

WARNING: ON VEHICLES EQUIPPED WITH AIR- TO TAKE THE PROPER PRECAUTIONS COULD
BAGS, (REFER TO ELECTRICAL/RESTRAINTS) RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
BEFORE ATTEMPTING ANY STEERING WHEEL, AND POSSIBLE PERSONAL INJURY.
STEERING COLUMN, OR INSTRUMENT PANEL For complete circuit diagrams, refer to the appro-
COMPONENT DIAGNOSIS OR SERVICE. FAILURE priate wiring information. The wiring information
TO TAKE THE PROPER PRECAUTIONS COULD includes wiring diagrams, proper wire and connector
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT repair procedures, further details on wire harness
AND POSSIBLE PERSONAL INJURY. routing and retention, as well as pin-out and location
views for the various wire harness connectors, splices
(1) Connect the coaxial antenna cable at the rear and grounds. Inspect the ground paths and connec-
of the radio chassis. tions at the following locations:
(2) Connect the radio wire harness connectors to Blower motor
the rear of the radio. Electric fuel pump
(3) Install the radio to the instrument panel. Engine-to-body ground strap
(4) If equipped with a CD radio, reach through the Generator
glove box opening and install the nut through the CD Ignition module
radio bracket stud plate. Ensure that antenna in-line Radio antenna base ground
connector is properly mated and has not become dis- Radio receiver chassis ground wire or strap
connected or pinched. Wiper motor.
(5) Install glove box. If the source of RFI or EMI noise is identified as a
(6) Install the retaining screws. Tighten the screws component on the vehicle (i.e., generator, blower
to 5 Nm (20 in. lbs). motor, etc.), the ground path for that component
(7) Install the center bezel to the instrument panel should be checked. If excessive resistance is found in
(Refer to 23 - BODY/INSTRUMENT PANEL/IN- any ground circuit, clean, tighten, or repair the
STRUMENT PANEL CENTER BEZEL - INSTALLA- ground circuits or connections to ground as required
TION). before considering any component replacement.
(8) Connect the battery negative cable. Ignition coil
Spark plugs
Spark plug wire routing and condition.
RADI O N OI SE SU PPRESSI ON Reroute the spark plug wires or replace the faulty
COM PON EN T S components as required.
If the source of the RFI or EMI noise is identified
DESCRIPTION as two-way mobile radio or telephone equipment,
Radio Frequency Interference (RFI) and Electro- check the equipment installation for the following:
Magnetic Interference (EMI) noise suppression is Power connections should be made directly to
accomplished primarily through circuitry internal to the battery, and fused as closely to the battery as
the radio receivers. These internal suppression possible.
devices are only serviced as part of the radio receiver. The antenna should be mounted on the roof or
External suppression devices that are used on this toward the rear of the vehicle. Remember that mag-
vehicle to control RFI or EMI noise include the fol- netic antenna mounts on the roof panel can adversely
lowing: affect the operation of an overhead console compass,
Radio antenna base ground if the vehicle is so equipped.
Radio receiver chassis ground wire The antenna cable should be fully shielded coax-
Engine-to-body ground strap ial cable, should be as short as is practical, and
Resistor-type spark plugs should be routed away from the factory-installed
Radio suppression-type secondary ignition wir- vehicle wire harnesses whenever possible.
ing. The antenna and cable must be carefully
matched to ensure a low Standing Wave Ratio
DIAGNOSIS AND TESTING - RADIO NOISE (SWR).
SUPPRESSION COMPONENTS
RADI O N OI SE SU PPRESSI ON COM PON EN T S (Cont inue d)
REMOVAL SPEAK ER
ENGINE-TO-BODY GROUND STRAP DESCRIPTION
The standard equipment speaker system includes
four full-range speakers. The two front speakers are
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
mounted behind a removable bezel located on each
ATTEMPTING ANY STEERING WHEEL, STEERING
outboard end of the lower instrument panel. With the
COLUMN, OR INSTRUMENT PANEL COMPONENT
premium speaker system, the standard front speak-
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
ers are replace with an enclosure assembly that
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
includes a 4 inch speaker and a 1 inch tweeter. The
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- two rear speakers are mounted behind a grille
TEM CAPACITOR TO DISCHARGE BEFORE PER- located on each outboard end of the sport bar, above
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS the rear seating area of the vehicle.
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
OPERATION
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
Two wires connected to each speaker, one feed cir-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
cuit (+) and one return circuit (), allow the audio
INJURY.
output signal electrical current to flow through the
(1) Remove the screw that secures the engine-to- speaker voice coil.
body ground strap eyelet to the hood panel center
reinforcement. DIAGNOSIS AND TESTING - SPEAKER
(2) Remove the screw that secures the engine-to- Any diagnosis of the Audio system should
body ground strap eyelet to the dash panel. begin with the use of the DRB IIIt diagnostic
(3) Remove the nut that secures the engine-to-body tool. For information on the use of the DRB
ground strap eyelet to the stud on the left upper rear IIIt, refer to the appropriate Diagnostic Service
corner of the engine cylinder head. Manual.
(4) Remove the engine-to-body ground strap eyelet For complete circuit diagrams, refer to the appro-
from the stud on the left upper rear corner of the priate wiring information.
engine cylinder head.
WARNING: DISABLE THE AIRBAG SYSTEM
(5) Remove the engine-to-body ground strap from
the engine compartment.
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, OR INSTRUMENT PANEL COMPONENT
INSTALLATION
ENGINE-TO-BODY GROUND STRAP
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
(1) Position the engine-to-body ground strap in the
TEM CAPACITOR TO DISCHARGE BEFORE PER-
engine compartment.
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(2) Position the engine-to-body ground strap eyelet
over the stud on the left upper rear corner of the
engine cylinder head.
(3) Install and tighten the nut that secures the
engine-to-body ground strap eyelet to the stud on the
INJURY.
left upper rear corner of the engine cylinder head.
Tighten the nut to 5.6 Nm (50 in. lbs.).
(4) Install and tighten the screw that secures the CAUTION: The speaker output of the radio is a
engine-to-body ground strap eyelet to the dash panel. floating ground system. Do not allow any speaker
Tighten the screw to 48.5 Nm (430 in. lbs.). lead to short to ground, as damage to the radio
(5) Install and tighten the screw that secures the may result.
engine-to-body ground strap eyelet to the hood panel
center reinforcement. Tighten the screw to 1.9 Nm
(17 in. lbs.).
SPEAK ER (Cont inue d)
NOTE: If poor sound quality is noted in the audio FRONT
system, check the Cabin Equalization curve pro- (1) Disconnect and isolate the battery negative
grammed in the instrument cluster. Make sure a cable.
base speaker system has the Base Cabin Equaliza- (2) Remove the two screws that secure the out-
tion Curve programmed to the vehicle. If the vehicle board end of the speaker bezel to the instrument
has a premium speaker system, make sure the Pre- panel (Fig. 4).
mium Cabin Equalization Curve is programmed to
the vehicle
(1) If all speakers are inoperative, check the fuses

in the Power Distribution Center (PDC). If OK, go to
Step 2. If not OK, repair the shorted circuit or com-
ponent as required and replace the faulty fuse.
(2) Turn the ignition switch to the ON position.
Turn the radio receiver ON. Adjust the balance and
fader control controls to check the performance of
each individual speaker. Note the speaker locations
that are not performing correctly. Go to Step 3.
(3) Turn the radio receiver OFF. Turn the ignition
OFF. Disconnect and isolate the battery negative
cable. Remove the radio receiver. Go to Step 4.
(4) Check both the speaker feed (+) circuit and
return (-) circuit cavities for the inoperative speaker
at the radio receiver wire harness connector for con- Fig. 4 Instrument Panel Speaker Bezel Remove/
tinuity to ground. There should be no continuity. If Install
OK, go to Step 5. If not OK, repair the shorted 1 - PRY HERE
2 - SPEAKER BEZEL
speaker feed (+) and/or return (-) circuits(s) to the 3 - PRY HERE
speaker as required. 4 - MOUNTING SCREWS
(5) Disconnect wire harness connector at the inop-
erative speaker. Check for continuity between the (3) Using a trim stick, gently pry at the top and
speaker feed (+) circuit cavities of the radio receiver bottom edges of the speaker bezel to release the two
wire harness connector and the speaker wire harness snap clip retainers that secure the bezel to the
connector. Repeat the check between the speaker instrument panel.
return (-) circuit cavities of the radio receiver wire (4) Remove the speaker bezel from the instrument
harness connector and the speaker wire harness con- panel.
nector. In each case, there should be continuity. If (5) Remove the four screws that secure the
OK, replace the faulty speaker. If not OK, repair the speaker to the instrument panel (Fig. 5).
open speaker feed (+) and/or return (-) circuits(s) as (6) Pull the speaker away from the instrument
required. panel far enough to access the speaker wire harness
connector.
REMOVAL (7) Unplug the wire harness connector from the
speaker.
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE REAR
ATTEMPTING ANY STEERING WHEEL, STEERING (1) Disconnect and isolate the battery negative
COLUMN, OR INSTRUMENT PANEL COMPONENT cable.
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- (2) Remove mounting screws and speaker grill.
LATE THE BATTERY NEGATIVE (GROUND) CABLE, (3) Remove speaker from housing and disconnect
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- wire harness connector.
INJURY.
SPEAK ER (Cont inue d)
FRONT
(1) Connect the speaker wire connector to the
speaker.
(2) Position the speaker to the instrument panel.
(3) Install the four speaker retaining screws.
Tighten the screws to 1.1 Nm (10.in.lbs).
(4) Install the speaker bezel to the instrument
panel. Tighten the screws to 2.2 Nm (20 in. lbs.).
Fig. 5 Instrument Panel Speaker Remove/Install REAR

1 - INSTRUMENT PANEL (1) Connect wire harness and position speaker into
2 - SPEAKER housing.
3 - SCREW
(2) Install speaker grill and mounting screws.
(3) Connect battery negative cable.
INSTALLATION
TJ CHIME/BUZZER 8B - 1
CHIME/BUZZER
page page
CHIME WARNING SYSTEM DIAGNOSIS AND TESTING - CHIME

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1 WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . 3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CH I M E WARN I N G SY ST EM circuits are integral to several wire harnesses, which

are routed throughout the vehicle and retained by
many different methods. Refer to the appropriate
DESCRIPTION
wiring information.
A chime warning system is standard factory-in-
The instrument cluster chime warning system cir-
stalled equipment on this model. The chime warning
cuitry and the integral chime tone generator cannot
system uses a single chime tone generator that is
be adjusted or repaired. If the instrument cluster or
integral to the instrument cluster to provide an audi-
the chime tone generator are damaged or faulty, the
ble indication of various vehicle conditions that may
instrument cluster must be replaced.
require the attention of the vehicle operator. The
chime warning system includes the following major
components, which are described in further detail
OPERATION
The chime warning system is designed to provide
elsewhere in this service information:
an audible output as an indication of various condi-
Door Ajar Switch - A door ajar switch is
tions that may require the attention or awareness of
mounted to each front door hinge pillar. This switch
the vehicle operator. The chime warning system com-
provides an input to the chime warning system indi-
ponents operate on battery voltage received through
cating whether the front doors are open or closed.
the Ignition-Off Draw (IOD) fuse in the Power Distri-
Ignition Switch - A key-in ignition switch is
bution Center (PDC) so that the system may operate
integral to the ignition switch. The key-in ignition
regardless of the ignition switch position.
switch provides an input to the chime warning sys-
The chime warning system provides an audible
tem indicating whether a key is present in the igni-
warning to the vehicle operator under the following
tion lock cylinder.
conditions:
Instrument Cluster - The instrument cluster
Air Bag Warning - The instrument cluster
contains an integral chime tone generator, integrated
chime tone generator will generate a single chime
circuitry, a central processing unit and the program-
tone when the airbag indicator is illuminated for an
ming to provide all of the proper chime warning sys-
airbag system fault condition. The instrument cluster
tem features based upon the monitored inputs. The
uses airbag indicator lamp-on and lamp-off message
instrument cluster circuitry monitors hard-wired
inputs received from the Airbag Control Module
switch inputs, as well as message inputs received
(ACM) over the Programmable Communications
from other vehicle electronic modules on the Pro-
Interface (PCI) data bus indicating that the airbag
grammable Communications Interface (PCI) data bus
indicator should be illuminated for an airbag system
network.
fault condition.
Left Multi-Function Switch - The exterior
Charging System Warning - The instrument
lighting switch is integral to the left multi-function
cluster chime tone generator will generate a single
switch. The exterior lighting switch provides an
chime when the check gauges indicator is illuminated
input to the chime warning system indicating when
for a charging system fault or a system voltage high
the exterior lamps are turned On or Off.
warning condition. The instrument cluster uses sys-
Seat Belt Switch - A seat belt switch is inte-
tem voltage status message inputs received from the
gral to the driver side front seat belt buckle-half
Powertrain Control Module (PCM) over the PCI data
unit. The seat belt switch provides an input to the
bus to illuminate the check gauges indicator for a
chime warning system indicating whether the driver
charging system fault. This chime feature will only
side front seat belt is fastened.
occur once in an ignition cycle.
Hard wired circuitry connects many of the chime
Driver Door Ajar Warning - The instrument
warning system components to each other through
cluster chime tone generator will generate repetitive
the electrical system of the vehicle. These hard wired
chimes at a slow rate to announce that the hard
8B - 2 CHIME/BUZZER TJ
CH I M E WARN I N G SY ST EM (Cont inue d)
wired inputs from the driver door ajar switch and the Low Fuel Warning - The instrument cluster
ignition switch as well as an engine speed message chime tone generator will generate one chime tone
input received from the PCM over the PCI data bus when the low fuel indicator is illuminated by the
indicate that the driver door is opened with the igni- instrument cluster. The instrument cluster uses a
tion switch in the On position and the engine is not percent tank full message input received from the
running. The chimes will continue to sound for a PCM over the PCI data bus indicating that there is
duration of about twenty minutes, until the driver less than about one-eighth tank of fuel remaining to
door is closed, until the ignition switch is turned to illuminate the low fuel indicator. This chime feature
the Off position, or until the engine speed message will only occur once in an ignition cycle.
indicates the engine is running, whichever occurs Low Oil Pressure Warning - The instrument
first. cluster chime tone generator will generate repetitive
Engine Coolant Temperature High Warning chimes at a fast rate when the check gauges indica-
- The instrument cluster chime tone generator will tor is illuminated for a low oil pressure condition.
generate a single chime tone when the check gauges The instrument cluster uses engine speed and oil
indicator is illuminated for a high or critical engine pressure message inputs received from the PCM over
coolant temperature condition. The instrument clus- the PCI data bus indicating that the engine is run-
ter uses engine coolant temperature message inputs ning at greater than 300 rpm and that the oil pres-
received from the PCM over the PCI data bus to illu- sure is low to illuminate the check gauges indicator.
minate the check gauges indicator for a coolant tem- The chimes will continue to sound for five seconds,
perature high condition. This chime feature will only until the engine oil pressure message indicates that
occur once in an ignition cycle. the oil pressure is not low, or until the engine speed
Fasten Seat Belt Warning - The instrument message indicates that the engine is running at less
cluster chime tone generator will generate repetitive than 300 rpm, whichever occurs first. This chime
chimes at a slow rate each time the ignition switch is tone will only occur once in an ignition cycle.
turned to the On or Start positions to announce that Overspeed Warning - The instrument cluster
the hard wired inputs from the seat belt switch and chime tone generator will generate repetitive chimes
the ignition switch indicate that the driver side front at a slow rate to announce that a vehicle speed mes-
seat belt is not fastened. The chimes will continue to sage input received from the PCM over the PCI data
sound for a duration of about six seconds, until the bus indicates that the vehicle speed is above 120
driver side front seat belt is fastened, or until the kilometers-per-hour (75 miles-per-hour). The chimes
ignition switch is turned to the Off position, which- will continue to sound until the vehicle speed mes-
ever occurs first. sage indicates that the vehicle speed is below 120
Head/Park Lights-On Warning - The instru- kilometers-per-hour (75 miles-per-hour). This feature
ment cluster chime tone generator will generate is only enabled on an instrument cluster that has
repetitive chimes at a slow rate to announce that the been programmed with a Middle East Gulf Coast
hard wired inputs from the driver door ajar switch, Country (GCC) country code.
the ignition switch, and the exterior lighting circuitry Park Brake Reminder - The instrument clus-
of the left multi-function switch indicate that the ter chime tone generator will generate ten repetitive
exterior lamps are turned On with the driver door chimes at a slow rate to announce that the hard
opened and the ignition switch in the Off position. wired input from the park brake switch and a vehicle
The chimes will continue to sound for about three speed message input received from the PCM over the
minutes or until the exterior lamps are turned Off, PCI data bus indicates that the park brake is applied
the driver door is closed, or the ignition switch is and the vehicle is moving. This chime feature will
turned to the On position, whichever occurs first. repeat each time the input conditions are met.
Key-In-Ignition Warning - The instrument Passenger Door Ajar Warning - The instru-
cluster chime tone generator will generate repetitive ment cluster chime tone generator will generate
chimes at a slow rate to announce that the hard three sets of two chimes at a slow rate to announce
wired inputs from the driver door ajar switch, the that the hard wired inputs from the passenger door
ignition switch, and the key-in ignition circuitry of ajar switch and the ignition switch as well as an
the ignition switch indicate that the key is in the engine speed message input received from the PCM
ignition lock cylinder with the driver door opened over the PCI data bus indicate that the passenger
and the ignition switch in the Off position. The door is opened with the ignition switch in the On
chimes will continue to sound until the key is position and the engine is not running. This chime
removed from the ignition lock cylinder, the driver feature will repeat each time the input conditions are
door is closed, or the ignition switch is turned to the met.
On position, whichever occurs first.
Sentry Key Immobilizer System Customer rate and duration of each chime that is to be gener-
Learn Mode Announcement - This chime feature ated.
is only active on vehicles equipped with the optional The hard wired chime warning system inputs to
Sentry Key Immobilizer System (SKIS) and sold in the instrument cluster, as well as other hard wired
markets where the optional Customer Learn pro- circuits for this system may be diagnosed and tested
gramming feature is available. The instrument clus- using conventional diagnostic tools and procedures.
ter chime tone generator will generate one chime to However, conventional diagnostic methods may not
announce that a status message input received from prove conclusive in the diagnosis of the instrument
the Sentry Key Immobilizer Module (SKIM) over the cluster or the PCI data bus network. The most reli-
PCI data bus indicates that the SKIS is in the Cus- able, efficient and accurate means to diagnose the
tomer Learn mode, which is used for programming instrument cluster and the PCI data bus network
additional sentry key transponders. inputs for the chime warning system requires the use
Turn Signal On Warning - The instrument of a DRBIIIt scan tool. Refer to the appropriate diag-
cluster chime tone generator will generate repetitive nostic information.
chimes at a slow rate to announce that the hard
wired input for the right or left turn signal indicator DIAGNOSIS AND TESTING - CHIME WARNING
as well as vehicle distance and speed message inputs SYSTEM
received from the PCM over the PCI data bus indi- The chime warning system features driven by hard
cate that a turn signal has been active continuously wired inputs to the instrument cluster may be diag-
for 1.6 kilometers (1 mile) with the vehicle speed nosed and tested using conventional diagnostic tools
greater than 22 kilometers-per-hour (15 miles-per and procedures. However, conventional diagnostic
hour). Vehicles built for markets other than the methods may not prove conclusive in the diagnosis of
United States and Canada have a revised distance the chime warning system features driven by mes-
threshold of 4 kilometers for this feature. The chime sage inputs to the instrument cluster over the Pro-
will continue until the turn signal input becomes grammable Communications Interface (PCI) data bus
inactive, the status changes, or until the vehicle network. The most reliable, efficient and accurate
speed message indicates that the speed is less than means to diagnose the instrument cluster and the
22 kilometers-per-hour (15 miles-per-hour), which- PCI data bus network inputs for the chime warning
ever occurs first. The hazard warning flashers will system requires the use of a DRBIIIt scan tool. Refer
not activate this chime feature. to the appropriate diagnostic and wiring information.
The instrument cluster provides chime service for
all available features in the chime warning system. WARNING: ON VEHICLES EQUIPPED WITH AIR-
The instrument cluster relies upon its internal pro- BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
gramming, hard wired inputs from numerous ATTEMPTING ANY STEERING WHEEL, STEERING
switches, and electronic message inputs received COLUMN, OR INSTRUMENT PANEL COMPONENT
from other electronic modules over the PCI data bus DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
network. Upon receiving the proper inputs, the LATE THE BATTERY NEGATIVE (GROUND) CABLE,
instrument cluster activates the integral chime tone THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
generator to provide the audible chime to the vehicle TEM CAPACITOR TO DISCHARGE BEFORE PER-
operator. The chime tone generator in the instrument FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
cluster is capable of producing single chime tones, or IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
repeated chime tones at two different rates: about SYSTEM. FAILURE TO TAKE THE PROPER PRE-
fifty chime tones per minute, or about 180 chime CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
tones per minute. The internal programming of the BAG DEPLOYMENT AND POSSIBLE PERSONAL
instrument cluster determines the priority of each INJURY.
chime request input that is received, as well as the
8B - 4 CHIME/BUZZER TJ
NO SEAT BELT WARNING 1. Seat belt switch ground 1. Check for continuity between the ground circuit
CHIME WITH SEAT BELT circuit open. of the floor wire harness connector for the seat
UNBUCKLED, BUT OTHER belt switch and a good ground. Repair open
CHIME FEATURES OK ground circuit, if required.
2. Seat belt switch sense 2. Check for continuity between the seat belt
circuit open. switch sense circuit of the floor wire harness
connector for the seat belt switch and the
instrument panel wire harness instrument cluster
connector. Repair the open seat belt switch sense
circuit, if required.
3. Faulty seat belt switch. 3. Check for continuity between the ground circuit
and the seat belt switch sense circuit of the seat
belt switch pigtail connector. There should be
continuity with the seat belt unbuckled. Replace
the faulty seat belt, if required.
SEAT BELT WARNING 1. Seat belt switch sense 1. With the floor wire harness connector for the
CHIME WITH SEAT BELT circuit shorted. seat belt switch and the instrument panel wire
BUCKLED harness instrument cluster connector
disconnected, there should be no continuity
between the seat belt switch sense circuit and a
good ground. Repair the shorted seat belt switch
sense circuit, if required.
2. Faulty seat belt switch. 2. Check for continuity between the ground circuit
cavity and the seat belt switch sense circuit of the
seat belt switch pigtail connector. There should
be no continuity with the seat belt buckled.
Replace the faulty seat belt, if required.
NO KEY-IN IGNITION 1. Driver door ajar switch 1. Check for continuity between the driver door
WARNING CHIME, BUT sense circuit open. ajar switch sense circuit of the connector for the
OTHER CHIME FEATURES driver door ajar switch and the cross body wire
OK harness ignition switch connector. Repair the
open driver door ajar switch sense circuit, if
required.
2. Key-in ignition switch 2. Check for continuity between the key-in ignition
sense circuit open. switch sense circuit of the cross body wire
harness ignition switch connector and the
instrument panel wire harness instrument cluster
connector. Repair the open key-in ignition switch
sense circuit, if required.
3. Ignition switch ground 3. Check for continuity between the ground circuit
circuit open. cavity of the cross body wire harness ignition
switch connector and a good ground. Repair the
open ground circuit, if required
4. Faulty ignition switch. 4. Check for continuity between the ground circuit
terminal and the key-in ignition switch sense
circuit terminal in the ignition switch connector.
There should be continuity with a key in the
ignition lock cylinder. Replace the faulty ignition
switch, if required.
NO HEADLAMPS-ON 1. Driver door ajar switch 1. Check for continuity between the driver door
WARNING CHIME, BUT sense circuit open. ajar switch sense circuit of the connector for the
OTHER CHIME FEATURES driver door ajar switch and the instrument panel
OK wire harness instrument cluster connector. Repair
the open driver door ajar switch sense circuit, if
required.
2. Headlamp switch output 2. Check for continuity between the headlamp

circuit open. switch output circuit of the instrument panel wire
harness instrument cluster connector and the
park lamp feed circuit of the cross body wire
harness left multi-function switch connector.
Repair the open headlamp switch output circuit, if
required.
3. Faulty multi-function 3. Check for continuity between the B(+) circuit
switch. terminal and the park lamp feed circuit terminal in
the left multi-function switch connector. There
should be continuity with the headlamp switch in
the On position. Replace the faulty left multi-
function switch, if required.
NO CHIMES AND OTHER 1. Instrument cluster ground 1. Check for continuity between the ground circuit
INSTRUMENT CLUSTER circuit open. of the instrument panel wire harness instrument
FEATURES ERRATIC OR cluster connector and a good ground. Repair the
DISABLED open ground circuit, if required.
2. Instrument cluster fused 2. Check for battery voltage at the B(+) circuit of
B(+) circuit open. the instrument panel wire harness instrument
cluster connector. Repair the open fused B(+)
circuit, if required.
3. Instrument cluster fused 3. With the ignition switch in the On position,
ignition switch output check for battery voltage at the fused ignition
(run-start) circuit open. switch output (run-start) circuit of the instrument
panel wire harness instrument cluster connector.
Repair the open fused ignition switch output
(run-start) circuit, if required.
4. Faulty instrument cluster. 4. Replace the faulty instrument cluster, if
required.
NO CHIMES, BUT ALL 1. Faulty instrument cluster. 1. Replace the faulty instrument cluster, if
OTHER INSTRUMENT required.
CLUSTER FEATURES OK
TJ ELECTRONIC CONTROL MODULES 8E - 1
ELECTRONIC CONTROL MODULES

page page
COMMUNICATION OPERATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...1 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . ...1 OPERATION - 5 VOLT SUPPLIES . . . . . . . . . . 7
CONTROLLER ANTILOCK BRAKE OPERATION - IGNITION CIRCUIT SENSE . . . . 7
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .2 REMOVAL .............................7
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL .......................... . . .3 SENTRY KEY IMMOBILIZER MODULE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . .3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DATA LINK CONNECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DESCRIPTION - DATA LINK CONNECTOR . . ...3 STANDARD PROCEDURE - PCM/SKIM
OPERATION - DATA LINK CONNECTOR ... ...3 PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . 10
POWERTRAIN CONTROL MODULE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DESCRIPTION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
DESCRIPTION ..................... ...3 TRANSMISSION CONTROL MODULE
DESCRIPTION - MODES OF OPERATION . ...3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
DESCRIPTION - 5 VOLT SUPPLIES ..... ...6 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DESCRIPTION - IGNITION CIRCUIT SENSE ..6 STANDARD PROCEDURE - TCM QUICK
DESCRIPTION - POWER GROUNDS .... ...6 LEARN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
DESCRIPTION - SENSOR RETURN . . . . . ...6
COM M U N I CAT I ON every other controller on the data bus, more function
and feature capabilities are possible.
In addition to reducing wire harness complexity,
DESCRIPTION
component sensor current loads and controller hard-
The DaimlerChrysler Programmable Communica-
ware, multiplexing offers a diagnostic advantage. A
tion Interface (PCI) data bus system is a single wire
multiplex system allows the information flowing
multiplex system used for vehicle communications on
between controllers to be monitored using a diagnos-
many DaimlerChrysler Corporation vehicles. Multi-
tic scan tool. The DaimlerChrysler system allows an
plexing is a system that enables the transmission of
electronic control module to broadcast message data
several messages over a single channel or circuit. All
out onto the bus where all other electronic control
DaimlerChrysler vehicles use this principle for com-
modules can 9hear9 the messages that are being sent.
munication between various microprocessor-based
When a module hears a message on the data bus
electronic control modules. The PCI data bus exceeds
that it requires, it relays that message to its micro-
the Society of Automotive Engineers (SAE) J1850
processor. Each module ignores the messages on the
Standard for Class B Multiplexing.
data bus that are being sent to other electronic con-
Many of the electronic control modules in a vehicle
trol modules.
require information from the same sensing device. In
the past, if information from one sensing device was
required by several controllers, a wire from each con-
OPERATION
Data exchange between modules is achieved by
troller needed to be connected in parallel to that sen-
serial transmission of encoded data over a single wire
sor. In addition, each controller utilizing analog
broadcast network. The wire colors used for the PCI
sensors required an Analog/Digital (A/D) converter in
data bus circuits are yellow with a violet tracer, or vio-
order to 9read9 these sensor inputs. Multiplexing
reduces wire harness complexity, sensor current loads let with a yellow tracer, depending upon the applica-
and controller hardware because each sensing device is tion. The PCI data bus messages are carried over the
connected to only one controller, which reads and dis- bus in the form of Variable Pulse Width Modulated
tributes the sensor information to the other controllers (VPWM) signals. The PCI data bus speed is an average
over the data bus. Also, because each controller on the 10.4 Kilo-bits per second (Kbps). By comparison, the
data bus can access the controller sensor inputs to prior two-wire Chrysler Collision Detection (CCD) data
bus system is designed to run at 7.8125 Kbps.
8E - 2 ELECTRONIC CONTROL MODULES TJ
COM M U N I CAT I ON (Cont inue d)
The voltage network used to transmit messages Each module is capable of transmitting and receiv-
requires biasing and termination. Each module on ing data simultaneously. The typical PCI bus mes-
the PCI data bus system provides its own biasing sage has the following four components:
and termination. Each module (also referred to as a Message Header - One to three bytes in length.
node) terminates the bus through a terminating The header contains information identifying the mes-
resistor and a terminating capacitor. There are two sage type and length, message priority, target mod-
types of nodes on the bus. The dominant node termi- ule(s) and sending module.
nates the bus through a 1 KW resistor and a 3300 pF Data Byte(s) - This is the actual message that
capacitor. The Powertrain Control Module (PCM) is is being sent.
the only dominant node for the PCI data bus system. Cyclic Redundancy Check (CRC) Byte - This
A standard node terminates the bus through an 11 byte is used to detect errors during a message trans-
KW resistor and a 330 pF capacitor. mission.
The modules bias the bus when transmitting a In-Frame Response (IFR) byte(s) - If a
message. The PCI bus uses low and high voltage lev- response is required from the target module(s), it can
els to generate signals. Low voltage is around zero be sent during this frame. This function is described
volts and the high voltage is about seven and one- in greater detail in the following paragraph.
half volts. The low and high voltage levels are gener- The IFR consists of one or more bytes, which are
ated by means of variable-pulse width modulation to transmitted during a message. If the sending module
form signals of varying length. The Variable Pulse requires information to be received immediately, the
Width Modulation (VPWM) used in PCI bus messag- target module(s) can send data over the bus during
ing is a method in which both the state of the bus the original message. This allows the sending module
and the width of the pulse are used to encode bit to receive time-critical information without having to
information. A 9zero9 bit is defined as a short low wait for the target module to access the bus. After
pulse or a long high pulse. A 9one9 bit is defined as a the IFR is received, the sending module broadcasts
long low pulse or a short high pulse. A low (passive) an End of Frame (EOF) message and releases control
state on the bus does not necessarily mean a zero bit. of the bus.
It also depends upon pulse width. If the width is The PCI data bus can be monitored using the
short, it stands for a zero bit. If the width is long, it DRBIIIt scan tool. It is possible, however, for the bus
stands for a one bit. Similarly, a high (active) state to pass all DRBIIIt tests and still be faulty if the
does not necessarily mean a one bit. This too depends voltage parameters are all within the specified range
upon pulse width. If the width is short, it stands for and false messages are being sent.
a one bit. If the width is long, it stands for a zero bit.
In the case where there are successive zero or one
data bits, both the state of the bus and the width of CON T ROLLER AN T I LOCK
the pulse are changed alternately. This encoding BRAK E
scheme is used for two reasons. First, this ensures that
only one symbol per transition and one transition per DESCRIPTION
symbol exists. On each transition, every transmitting The CAB operates the ABS system, and is separate
module must decode the symbol on the bus and begin from other vehicle electrical circuits. The CAB is
timing of the next symbol. Since timing of the next located under the instrument panel to the right side
symbol begins with the last transition detected on the of the steering column. It is mounted to bracket with
bus, all of the modules are re-synchronized with each one bolt. The bracket is mounted to the front upper
symbol. This ensures that there are no accumulated cowl panel.
timing errors during PCI data bus communication.
The second reason for this encoding scheme is to
OPERATION
guarantee that the zero bit is the dominant bit on
The CAB voltage source is through the ignition
the bus. When two modules are transmitting simul-
switch in the RUN position. The CAB contains dual
taneously on the bus, there must be some form of
microprocessors. A logic block in each microprocessor
arbitration to determine which module will gain con-
receives identical sensor signals. These signals are
trol. A data collision occurs when two modules are
processed and compared simultaneously. The CAB
transmitting different messages at the same time.
contains a self check program that illuminates the
When a module is transmitting on the bus, it is read-
ABS warning light when a system fault is detected.
ing the bus at the same time to ensure message
Faults are stored in a diagnostic program memory
integrity. When a collision is detected, the module
and are accessible with the DRB scan tool. ABS
that transmitted the one bit stops sending messages
faults remain in memory until cleared, or until after
over the bus until the bus becomes idle.
CON T ROLLER AN T I LOCK BRAK E (Cont inue d)
the vehicle is started approximately 50 times. Stored
faults are not erased if the battery is disconnected.
REMOVAL
(1) Remove the negative battery cable from the
battery.
(2) Pull up on the CAB harness connector release
(Fig. 1)and remove connector.
Fig. 2 CONTROLLER AND HCU

1 - CONTROLLER ANTILOCK BRAKE MODULE
2 - HYDRAULIC CONTROL UNIT (H.C.U)
POWERT RAI N CON T ROL

M ODU LE
Fig. 1 CAB HARNESS CONNECTOR RELEASE
DESCRI PT I ON
1 - ABS MODULE
DESCRIPTION
(3) Remove the pump connector from the CAB. The PCM is located in the engine compartment
(4) Remove the CAB mounting bolts. (Fig. 3). The PCM is referred to as JTEC.
(5) Remove the CAB from the HCU (Fig. 2).
DESCRIPTION - MODES OF OPERATION
INSTALLATION As input signals to the Powertrain Control Module
(1) Install CAB to the HCU (Fig. 2). (PCM) change, the PCM adjusts its response to the
(2) Install mounting bolts. Tighten to 2 Nm (16 in. output devices. For example, the PCM must calculate
lbs.). different injector pulse width and ignition timing for
(3) Install the pump electircal connector to the idle than it does for wide open throttle (WOT).
CAB (Fig. 2). The PCM will operate in two different modes:
(4) Install the wiring harness connector to the Open Loop and Closed Loop.
CAB and push down on the release to secure the con- During Open Loop modes, the PCM receives input
nector. signals and responds only according to preset PCM
(5) Install negative battery cable to the battery. programming. Input from the oxygen (O2S) sensors
is not monitored during Open Loop modes.
During Closed Loop modes, the PCM will monitor
DATA LI N K CON N ECT OR the oxygen (O2S) sensors input. This input indicates
to the PCM whether or not the calculated injector
DESCRIPTION - DATA LINK CONNECTOR pulse width results in the ideal air-fuel ratio. This
The data link connector (DLC) is located at the ratio is 14.7 parts air-to-1 part fuel. By monitoring
lower edge of the instrument panel near the steering the exhaust oxygen content through the O2S sensor,
column. the PCM can fine tune the injector pulse width. This
is done to achieve optimum fuel economy combined
OPERATION - DATA LINK CONNECTOR with low emission engine performance.
The 16way data link connector (diagnostic scan The fuel injection system has the following modes
tool connector) links the Diagnostic Readout Box of operation:
(DRB) scan tool or the Mopar Diagnostic System Ignition switch ON
(MDS) with the Powertrain Control Module (PCM). Engine start-up (crank)
POWERT RAI N CON T ROL M ODU LE (Cont inue d)
The fuel pump is energized through the fuel
pump relay by the PCM. The fuel pump will operate
for approximately three seconds unless the engine is
operating or the starter motor is engaged.
The O2S sensor heater element is energized via
the ASD relay. The O2S sensor input is not used by
the PCM to calibrate air-fuel ratio during this mode
of operation.
The Up-shift Indicator Lamp is illuminated
(manual transmission only).
ENGINE START-UP MODE

This is an Open Loop mode. The following actions
occur when the starter motor is engaged.
The PCM receives inputs from:
Battery voltage
Engine coolant temperature sensor
Crankshaft position sensor
Intake manifold air temperature sensor
Manifold absolute pressure (MAP) sensor
Throttle position sensor (TPS)
Camshaft position sensor signal
Fig. 3 PCM Location The PCM monitors the crankshaft position sensor.
1 - PCM MOUNTING BOLTS (3) If the PCM does not receive a crankshaft position
2 - POWERTRAIN CONTROL MODULE (PCM)
3 - BATTERY sensor signal within 3 seconds of cranking the
4 - (3) 32WAY CONNECTOR engine, it will shut down the fuel injection system.
The fuel pump is activated by the PCM through
Engine warm-up the fuel pump relay.
Idle Voltage is applied to the fuel injectors with the
Cruise ASD relay via the PCM. The PCM will then control
Acceleration the injection sequence and injector pulse width by
Deceleration turning the ground circuit to each individual injector
Wide open throttle (WOT) on and off.
Ignition switch OFF The PCM determines the proper ignition timing
The ignition switch On, engine start-up (crank), according to input received from the crankshaft posi-
engine warm-up, acceleration, deceleration and wide tion sensor.
open throttle modes are Open Loop modes. The idle
and cruise modes, (with the engine at operating tem- ENGINE WARM-UP MODE
perature) are Closed Loop modes. This is an Open Loop mode. During engine warm-
up, the PCM receives inputs from:
IGNITION SWITCH (KEY-ON) MODE Battery voltage
This is an Open Loop mode. When the fuel system Crankshaft position sensor
is activated by the ignition switch, the following Engine coolant temperature sensor
actions occur: Intake manifold air temperature sensor
The PCM pre-positions the Idle Air Control Manifold absolute pressure (MAP) sensor
(IAC) motor. Throttle position sensor (TPS)
The PCM determines atmospheric air pressure Camshaft position sensor signal (in the distribu-
from the MAP sensor input to determine basic fuel tor)
strategy. Park/neutral switch (gear indicator signalauto.
The PCM monitors the engine coolant tempera- trans. only)
ture sensor input. The PCM modifies fuel strategy Air conditioning select signal (if equipped)
based on this input. Air conditioning request signal (if equipped)
Intake manifold air temperature sensor input is Based on these inputs the following occurs:
monitored. Voltage is applied to the fuel injectors with the
Throttle position sensor (TPS) is monitored. ASD relay via the PCM. The PCM will then control
The auto shutdown (ASD) relay is energized by the injection sequence and injector pulse width by
the PCM for approximately three seconds.
turning the ground circuit to each individual injector when steering pump pressure is high. This will raise
on and off. engine speed. Refer to Power Steering Pressure
The PCM adjusts engine idle speed through the Switch in this group for additional information. The
idle air control (IAC) motor and adjusts ignition tim- 4.0L 6cylinder engine does not use this switch.
ing.
The PCM operates the A/C compressor clutch CRUISE MODE
through the A/C compressor clutch relay. This is done When the engine is at operating temperature, this
if A/C has been selected by the vehicle operator and is a Closed Loop mode. At cruising speed, the PCM
specified pressures are met at the high and lowpres- receives inputs from:
sure A/C switches. Refer to Group 24, Heating and Air conditioning select signal (if equipped)
Air Conditioning for additional information. Air conditioning request signal (if equipped)
When engine has reached operating tempera- Battery voltage
ture, the PCM will begin monitoring O2S sensor Engine coolant temperature sensor
input. The system will then leave the warm-up mode Crankshaft position sensor
and go into closed loop operation. Intake manifold air temperature sensor
IDLE MODE Throttle position sensor (TPS)
When the engine is at operating temperature, this Camshaft position sensor signal (in the distribu-
is a Closed Loop mode. At idle speed, the PCM) tor)
receives inputs from: Park/neutral switch (gear indicator signalauto.
Air conditioning select signal (if equipped) trans. only)
Air conditioning request signal (if equipped) Oxygen (O2S) sensors
Battery voltage Based on these inputs, the following occurs:
Crankshaft position sensor Voltage is applied to the fuel injectors with the
Engine coolant temperature sensor ASD relay via the PCM. The PCM will then adjust
Intake manifold air temperature sensor the injector pulse width by turning the ground circuit
Manifold absolute pressure (MAP) sensor to each individual injector on and off.
Throttle position sensor (TPS) The PCM monitors the O2S sensor input and
Camshaft position sensor signal (in the distribu- adjusts air-fuel ratio. It also adjusts engine idle
tor) speed through the idle air control (IAC) motor.
Battery voltage The PCM adjusts ignition timing by turning the
Park/neutral switch (gear indicator signalauto. ground path to the coil on and off.
trans. only) The PCM operates the A/C compressor clutch
Oxygen sensors through the clutch relay. This happens if A/C has
Power steering pressure switch (2.5L engine been selected by the vehicle operator and requested
only) by the A/C thermostat.
Based on these inputs, the following occurs: The Up-shift Indicator Lamp is operated (man-
Voltage is applied to the fuel injectors with the ual transmission only).
ASD relay via the PCM. The PCM will then control
injection sequence and injector pulse width by turn- ACCELERATION MODE
ing the ground circuit to each individual injector on This is an Open Loop mode. The PCM recognizes
and off. an abrupt increase in throttle position or MAP pres-
The PCM monitors the O2S sensor input and sure as a demand for increased engine output and
adjusts air-fuel ratio by varying injector pulse width. vehicle acceleration. The PCM increases injector
It also adjusts engine idle speed through the idle air pulse width in response to increased throttle opening.
control (IAC) motor.
The PCM adjusts ignition timing by increasing DECELERATION MODE
and decreasing spark advance. When the engine is at operating temperature, this
The PCM operates the A/C compressor clutch is an Open Loop mode. During hard deceleration, the
through the A/C compressor clutch relay. This is done PCM receives the following inputs.
if A/C has been selected by the vehicle operator and Air conditioning select signal (if equipped)
specified pressures are met at the high and lowpres- Air conditioning request signal (if equipped)
sure A/C switches. Refer to Group 24, Heating and Battery voltage
Air Conditioning for additional information. Engine coolant temperature sensor
On 2.5L 4cylinder engines, a power steering pres- Crankshaft position sensor
sure switch is used to supply an input to the PCM Intake manifold air temperature sensor
Throttle position sensor (TPS) DESCRIPTION - IGNITION CIRCUIT SENSE
Camshaft position sensor signal (in the distribu- This circuit ties the ignition switch to the Power-
tor) train Control Module (PCM).
Park/neutral switch (gear indicator signalauto.
trans. only) DESCRIPTION - POWER GROUNDS
Vehicle speed sensor The Powertrain Control Module (PCM) has 2 main
If the vehicle is under hard deceleration with the grounds. Both of these grounds are referred to as
proper rpm and closed throttle conditions, the PCM power grounds. All of the high-current, noisy, electri-
will ignore the oxygen sensor input signal. The PCM cal devices are connected to these grounds as well as
will enter a fuel cut-off strategy in which it will not all of the sensor returns. The sensor return comes
supply a ground to the injectors. If a hard decelera- into the sensor return circuit, passes through noise
tion does not exist, the PCM will determine the suppression, and is then connected to the power
proper injector pulse width and continue injection. ground.
Based on the above inputs, the PCM will adjust The power ground is used to control ground cir-
engine idle speed through the idle air control (IAC) cuits for the following PCM loads:
motor. Generator field winding
The PCM adjusts ignition timing by turning the Fuel injectors
ground path to the coil on and off. Ignition coil(s)
Certain relays/solenoids
WIDE OPEN THROTTLE MODE
Certain sensors
This is an Open Loop mode. During wide open
throttle operation, the PCM receives the following DESCRIPTION - SENSOR RETURN
inputs.
The Sensor Return circuits are internal to the Pow-
Battery voltage
ertrain Control Module (PCM).
Sensor Return provides a lownoise ground refer-
Engine coolant temperature sensor
ence for all engine control system sensors. Refer to
Intake manifold air temperature sensor
Power Grounds for more information.
Throttle position sensor (TPS)
Camshaft position sensor signal (in the distribu- OPERAT I ON
tor)
During wide open throttle conditions, the following OPERATION
occurs: The PCM operates the fuel system. The PCM is a
Voltage is applied to the fuel injectors with the pre-programmed, triple microprocessor digital com-
ASD relay via the PCM. The PCM will then control puter. It regulates ignition timing, air-fuel ratio,
the injection sequence and injector pulse width by emission control devices, charging system, speed con-
turning the ground circuit to each individual injector trol (if equipped), air conditioning compressor clutch
on and off. The PCM ignores the oxygen sensor input engagement and idle speed. The PCM can adapt its
signal and provides a predetermined amount of addi- programming to meet changing operating conditions.
tional fuel. This is done by adjusting injector pulse The PCM receives input signals from various
width. switches and sensors. Based on these inputs, the
The PCM adjusts ignition timing by turning the PCM regulates various engine and vehicle operations
ground path to the coil on and off. through different system components. These compo-
The Up-shift Indicator Lamp is operated (man- nents are referred to as PCM Outputs. The sensors
ual transmission only). and switches that provide inputs to the PCM are con-
sidered PCM Inputs.
IGNITION SWITCH OFF MODE
The PCM adjusts ignition timing based upon
When ignition switch is turned to OFF position, inputs it receives from sensors that react to: engine
the PCM stops operating the injectors, ignition coil, rpm, manifold absolute pressure, engine coolant tem-
ASD relay and fuel pump relay. perature, throttle position, transmission gear selec-
tion (automatic transmission), vehicle speed, power
DESCRIPTION - 5 VOLT SUPPLIES steering pump pressure (2.5L only), and the brake
Two different Powertrain Control Module (PCM) switch.
five volt supply circuits are used; primary and sec- The PCM adjusts idle speed based on inputs it
ondary. receives from sensors that react to: throttle position,
vehicle speed, transmission gear selection, engine
coolant temperature and from inputs it receives from Malfunction indicator lamp (Check engine lamp).
the air conditioning clutch switch and brake switch. Driven through CCD circuits.
Based on inputs that it receives, the PCM adjusts SCI transmit (DRB scan tool 16way connection)
ignition coil dwell. The PCM also adjusts the gener- Speed control vacuum solenoid
ator charge rate through control of the generator Speed control vent solenoid
field and provides speed control operation. Tachometer (if equipped). Driven through CCD
circuits.
NOTE: Powertrain Control Module (PCM) Inputs: Transmission convertor clutch solenoid
A/C request (if equipped with factory A/C) OPERATION - 5 VOLT SUPPLIES
A/C select (if equipped with factory A/C) Primary 5volt supply:
Auto shutdown (ASD) sense supplies the required 5 volt power source to the
Battery temperature Crankshaft Position (CKP) sensor.
Battery voltage supplies the required 5 volt power source to the
Brake switch Camshaft Position (CMP) sensor.
CCD bus (+) circuits supplies a reference voltage for the Manifold
CCD bus (-) circuits Absolute Pressure (MAP) sensor.
Camshaft position sensor signal supplies a reference voltage for the Throttle
Crankshaft position sensor Position Sensor (TPS) sensor.
Data link connector for DRB scan tool Secondary 5volt supply:
Engine coolant temperature sensor supplies the required 5 volt power source to the
Fuel level oil pressure sensor.
Generator (battery voltage) output supplies the required 5 volt power source for the
Ignition circuit sense (ignition switch in run Vehicle Speed Sensor (VSS) (if equipped).
position) supplies the 5 volt power source to the transmis-
Intake manifold air temperature sensor sion pressure sensor (if equipped with an RE auto-
Leak detection pump (if equipped) matic transmission).
Manifold Absolute Pressure (MAP) sensor
Oil pressure sensor
OPERATION - IGNITION CIRCUIT SENSE
Oxygen sensors
The ignition circuit sense input tells the PCM the
Park/neutral switch (auto. trans. only)
ignition switch has energized the ignition circuit.
Power ground
Battery voltage is also supplied to the PCM
Power steering pressure switch (2.5L only)
through the ignition switch when the ignition is in
SCI receive (DRB scan tool 16way connection)
the RUN or START position. This is referred to as
Sensor return
the 9ignition sense9 circuit and is used to 9wake up9
Signal ground
the PCM. Voltage on the ignition input can be as low
Speed control multiplexed single wire input
as 6 volts and the PCM will still function. Voltage is
Throttle position sensor
supplied to this circuit to power the PCMs 8-volt reg-
Vehicle speed sensor
ulator and to allow the PCM to perform fuel, ignition
NOTE: Powertrain Control Module (PCM) Outputs: and emissions control functions.
A/C clutch relay REMOVAL

Auto Shutdown (ASD) relay USE THE DRB SCAN TOOL TO REPROGRAM
CCD bus (+/-) circuits for: speedometer, voltme- THE NEW POWERTRAIN CONTROL MODULE
ter, fuel gauge, oil pressure gauge/lamp, engine temp. (PCM) WITH THE VEHICLES ORIGINAL IDEN-
gauge and speed control warn. lamp TIFICATION NUMBER (VIN) AND THE VEHI-
Duty cycle EVAP canister purge solenoid CLES ORIGINAL MILEAGE. IF THIS STEP IS
Five volt sensor supply (primary) NOT DONE, A DIAGNOSTIC TROUBLE CODE
Five volt sensor supply (secondary) (DTC) MAY BE SET.
Fuel injectors The PCM is located in the engine compartment
Fuel pump relay (Fig. 4).
Generator field driver (-) To avoid possible voltage spike damage to the
Generator field source (+) PCM, ignition key must be off, and negative battery
Idle Air Control (IAC) motor cable must be disconnected before unplugging PCM
Ignition coil connectors.
Leak detection pump (if equipped) (1) Disconnect negative battery cable at battery.
SEN T RY K EY I M M OBI LI Z ER
M ODU LE
DESCRIPTION
The Sentry Key Immobilizer Module (SKIM) is the
primary component of the Sentry Key Immobilizer
System (SKIS) (Fig. 5). The SKIM is located in the
steering column, below the ignition lock cylinder
housing. The SKIM has an integral halo-like antenna
ring that extends from one end. When the SKIM is
properly installed on the steering column, the
antenna ring is oriented around the circumference of
the ignition lock cylinder housing.
The SKIM cannot be adjusted or repaired. If faulty
or damaged, the entire SKIM unit must be replaced.
OPERATION
The Sentry Key Immobilizer Module (SKIM) con-
tains a Radio Frequency (RF) transceiver and a
microprocessor. The SKIM transmits RF signals to,
and receives RF signals from the Sentry Key tran-
Fig. 4 PCM Location
sponder through a tuned antenna enclosed within the
1 - PCM MOUNTING BOLTS (3) molded plastic antenna ring integral to the SKIM
2 - POWERTRAIN CONTROL MODULE (PCM)
3 - BATTERY housing. If this antenna ring is not mounted properly
4 - (3) 32WAY CONNECTOR around the ignition lock cylinder housing, communi-
cation problems between the SKIM and the transpon-
(2) Remove plastic shield from over 32way con- der may arise. These communication problems will
nectors. Shield snaps to connectors. result in Sentry Key transponder-related faults. The
(3) Carefully unplug three 32way connectors (Fig. SKIM also communicates over the Programmable
4) from PCM. Communications Interface (PCI) data bus with the
(4) Remove three PCM mounting bolts and remove Powertrain Control Module (PCM), the ElectroMe-
PCM from vehicle. chanical Instrument Cluster (EMIC) and/or the
DRBIIIt scan tool.
INSTALLATION The SKIM retains in memory the ID numbers of
USE THE DRB SCAN TOOL TO REPROGRAM any Sentry Key transponder that is programmed into
THE NEW POWERTRAIN CONTROL MODULE it. A maximum of eight Sentry Key transponders can
(PCM) WITH THE VEHICLES ORIGINAL IDEN- be programmed into the SKIM. For added system
TIFICATION NUMBER (VIN) AND THE VEHI- security, each SKIM is programmed with a unique
CLES ORIGINAL MILEAGE. IF THIS STEP IS Secret Key code. This code is stored in memory, sent
NOT DONE, A DIAGNOSTIC TROUBLE CODE over the PCI data bus to the PCM, and is encoded to
(DTC) MAY BE SET. the transponder of every Sentry Key that is pro-
(1) Install PCM and mounting bolts to vehicle. grammed into the SKIM. Therefore, the Secret Key
(2) Tighten bolts to 4 Nm (35 in. lbs.). code is a common element that is found in every com-
(3) Check pin connectors in PCM and three ponent of the Sentry Key Immobilizer System (SKIS).
32way connectors for corrosion or damage. Also Another security code, called a PIN, is used to gain
check pin heights in connectors. Pin heights should access to the SKIM Secured Access Mode. The
all be the same. Repair as necessary before installing Secured Access Mode is required during service to
32way connectors. perform the SKIS initialization and Sentry Key tran-
(4) Install three 32way connectors. sponder programming procedures. The SKIM also
(5) Install plastic shield to 32way connectors. stores the Vehicle Identification Number (VIN) in its
Shield snaps to connectors. memory, which it learns through a PCI data bus
(6) Install battery cable. message from the PCM during SKIS initialization.
(7) Use the DRB scan tool to reprogram new PCM In the event that a SKIM replacement is required,
with vehicles original Identification Number (VIN) the Secret Key code can be transferred to the new
and original vehicle mileage. SKIM from the PCM using the DRBIIIt scan tool
SEN T RY K EY I M M OBI LI Z ER M ODU LE (Cont inue d)
Fig. 5 Sentry Key Immobilizer Module - Typical

1 - UPPER SHROUD 5 - IGNITION LOCK CYLINDER
2 - STEERING COLUMN 6 - SCREW
3 - WIRE HARNESS CONNECTOR 7 - LOWER SHROUD
4 - SENTRY KEY IMMOBILIZER MODULE 8 - STEERING WHEEL
and the SKIS initialization procedure. Proper com- The SKIM also sends SKIS indicator status mes-
pletion of the SKIS initialization will allow the exist- sages to the EMIC. This indicator status message
ing Sentry Keys to be programmed into the new tells the EMIC to turn the indicator on for about
SKIM so that new keys will not be required. In the three seconds each time the ignition switch is turned
event that the original Secret Key code cannot be On, as a bulb test. The SKIM sends indicator status
recovered, SKIM replacement will also require new messages to the EMIC to turn the indicator off, turn
Sentry Keys. The DRBIIIt scan tool will alert the the indicator on, or to flash the indicator on and off.
technician during the SKIS initialization procedure if If the SKIS indicator flashes upon ignition On or
new Sentry Keys are required. stays on solid after the bulb test, it signifies a SKIS
When the ignition switch is On, the SKIM trans- fault. If the SKIM detects a system malfunction
mits an RF signal to the transponder in the ignition and/or the SKIS has become inoperative, the SKIS
key. The SKIM then waits for an RF signal response indicator will stay on solid. If the SKIM detects an
from the transponder. If the response received iden- invalid key or if a key transponder-related fault
tifies the key as valid, the SKIM sends a valid key exists, the SKIS indicator will flash. If the vehicle is
message to the PCM over the PCI data bus. If the equipped with the Customer Learn transponder pro-
response received identifies the key as invalid, or if gramming feature, the SKIM will also send messages
no response is received from the key transponder, the to the EMIC to flash the SKIS indicator and to gen-
SKIM sends an invalid key message to the PCM. The erate a single audible chime whenever the Customer
PCM will enable or disable engine operation based Learn programming mode is being utilized. (Refer to
upon the status of the SKIM messages. It is impor- 8 - ELECTRICAL/VEHICLE THEFT SECURITY -
tant to note that the default condition in the PCM is STANDARD PROCEDURE - SENTRY KEY TRAN-
an invalid key; therefore, if no message is received SPONDER PROGRAMMING).
from the SKIM by the PCM, the engine will be dis- The SKIS performs a self-test each time the igni-
abled and the vehicle immobilized after two seconds tion switch is turned to the On position, and will
of running. store fault information in the form of Diagnostic
Trouble Codes (DTCs) in SKIM memory if a system monitor the battery state and connect a battery
malfunction is detected. The SKIM can be diagnosed, charger if necessary).
and any stored DTCs can be retrieved using a (6) Press ENTER to transfer the secret key (the
DRBIIIt scan tool. Refer to the appropriate diagnos- SKIM will send the secret key to the PCM).
tic information. (7) Press PAGE BACK to get to the Select System
menu and select ENGINE, MISCELLANEOUS, and
STANDARD PROCEDURE - PCM/SKIM SRI MEMORY CHECK.
PROGRAMMING (8) The DRBIIIt will ask, Is odometer reading
between XX and XX? Select the YES or NO button
CAUTION: ASSURE THE DRBIIIT IS PROGRAMMED on the DRBIIIt. If NO is selected, the DRBIIIt will
WITH THE LATEST VERSION OF CURRENT SOFT- read, Enter Odometer Reading (From I.P. odome-
WARE. ter). Enter the odometer reading from the instru-
ment cluster and press ENTER.
NOTE: Before replacing the PCM for a failed driver, PROGRAMMING THE SKIM
control circuit, or ground circuit, be sure to check (1) Turn the ignition switch to the On position
the related component/circuit integrity for failures (transmission in Park/Neutral).
not detected due to a double fault in the circuit. (2) Use the DRBIIIt and select THEFT ALARM,
Most PCM driver/control circuit failures are caused SKIM, then MISCELLANEOUS.
by internal component failures (i.e. relays and sole- (3) Select PCM REPLACED (GAS ENGINE).
noids) and shorted circuits (i.e. pull-ups, drivers, (4) Program the vehicle four-digit PIN into SKIM.
and switched circuits). These failures are difficult to (5) Select COUNTRY CODE and enter the correct
detect when a double fault has occurred and only country.
one DTC has been set.
NOTE: Be sure to enter the correct country code. If
When a PCM (JTEC) and the SKIM are replaced the incorrect country code is programmed into
at the same time, perform the following steps in SKIM, it cannot be changed and the SKIM must be
order: replaced.
(1) Program the new PCM (JTEC).
(2) Program the new SKIM. (6) Select YES to update VIN (the SKIM will learn
(3) Replace all ignition keys and program them to the VIN from the PCM).
the new SKIM. (7) Press ENTER to transfer the secret key (the
PCM will send the secret key to the SKIM).
PROGRAMMING THE PCM (JTEC) (8) Program ignition keys to the SKIM.
The SKIS Secret Key is an ID code that is unique
to each SKIM. This code is programmed and stored NOTE: If the PCM and the SKIM are replaced at the
in the SKIM, the PCM, and the ignition key tran- same time, all vehicle ignition keys will need to be
sponder chip(s). When replacing the PCM, it is nec- replaced and programmed to the new SKIM.
essary to program the secret key into the new PCM
using the DRBIIIt scan tool. Perform the following
steps to program the secret key into the PCM. PROGRAMMING IGNITION KEYS TO THE SKIM
(1) Turn the ignition switch to the On position (1) Turn the ignition switch to the On position
(transmission in Park/Neutral). (transmission in Park/Neutral).
(2) Use the DRBIIIt and select THEFT ALARM, (2) Use the DRBIIIt and select THEFT ALARM,
SKIM, then MISCELLANEOUS. SKIM, then MISCELLANEOUS.
(3) Select PCM REPLACED (GAS ENGINE). (3) Select PROGRAM IGNITION KEYS.
(4) Enter secured access mode by entering the (4) Enter secured access mode by entering the
vehicle four-digit PIN. vehicle four-digit PIN.
(5) Select ENTER to update PCM VIN.
NOTE: A maximum of eight keys can be learned to
NOTE: If three attempts are made to enter secured each SKIM. Once a key is learned to a SKIM it (the
access mode using an incorrect PIN, secured key) cannot be transferred to another vehicle.
access mode will be locked out for one hour. To
(5) Obtain ignition keys to be programmed from
exit this lockout mode, turn the ignition switch to
the customer (8 keys maximum).
the ON position for one hour, then enter the correct
PIN. (Ensure all accessories are turned off. Also
(6) Using the DRBIIIt, erase all ignition keys by
selecting MISCELLANEOUS, and ERASE ALL CUR-
RENT IGN. KEYS.
(7) Program all of the ignition keys.
If ignition key programming is unsuccessful, the
DRBIIIt will display one of the following messages:
Programming Not Attempted - The DRBIIIt
attempts to read the programmed key status and
there are no keys programmed into SKIM memory.
Programming Key Failed (Possible Used
Key From Wrong Vehicle) - SKIM is unable to pro-
gram an ignition key transponder due to one of the
following:
The ignition key transponder is faulty.
The ignition key transponder is or has been
already programmed to another vehicle.
8 Keys Already Learned, Programming Not
Done - The SKIM transponder ID memory is full.
Learned Key In Ignition - The ID for the igni-
tion key transponder currently in the ignition lock
cylinder is already programmed in SKIM memory.
REMOVAL Fig. 6 Steering Column Shrouds Remove/Install

1 - LEFT MULTI-FUNCTION SWITCH
WARNING: ON VEHICLES EQUIPPED WITH AIR- 2 - UPPER SHROUD
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE 3 - RIGHT MULTI-FUNCTION SWITCH
4 - CLOCKSPRING
ATTEMPTING ANY STEERING WHEEL, STEERING 5 - IGNITION LOCK CYLINDER HOUSING
COLUMN, OR INSTRUMENT PANEL COMPONENT 6 - LOWER SHROUD
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- 7 - SCREW (2)
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- (7) Disconnect the cross body wire harness connec-
TEM CAPACITOR TO DISCHARGE BEFORE PER- tor for the SKIM from the SKIM connector (Fig. 7).
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS (8) The SKIM mounting bracket features a clip
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG that secures the SKIM to the inboard lower flange of
SYSTEM. FAILURE TO TAKE THE PROPER PRE- the steering column jacket. Pull downward on the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- connector end of the SKIM mounting bracket to
BAG DEPLOYMENT AND POSSIBLE PERSONAL release this clip from the steering column jacket.
INJURY. (9) Rotate the SKIM and its mounting bracket
downwards and then to the side away from the steer-
(1) Disconnect and isolate the battery negative ing column to slide the SKIM antenna ring from
cable. around the ignition switch lock cylinder housing. On
(2) Remove the steering column opening cover models with a manual transmission, lift the multi-
from the instrument panel. (Refer to 23 - BODY/IN- function switch upward off of the upper steering col-
STRUMENT PANEL/STEERING COLUMN OPEN- umn housing far enough to extract the SKIM
ING COVER - REMOVAL). antenna from between the ignition key release but-
(3) Remove the screws that secure the lower steer- ton and the right multi-function switch housing.
ing column shroud to the upper shroud (Fig. 6). (10) Remove the SKIM from the steering column.
(4) If the vehicle is equipped with the optional tilt
steering column, move the tilt steering column to the
fully lowered position and leave the tilt release lever
in the released (down) position.
(5) Remove the upper and lower shrouds from the
steering column.
(6) On models equipped with a manual transmis-
sion, remove the screws that secure the multi-func-
tion switch assembly to the upper steering column
housing.
Fig. 7 Sentry Key Immobilizer Module - Typical

1 - UPPER SHROUD 5 - IGNITION LOCK CYLINDER
2 - STEERING COLUMN 6 - SCREW
3 - WIRE HARNESS CONNECTOR 7 - LOWER SHROUD
4 - SENTRY KEY IMMOBILIZER MODULE 8 - STEERING WHEEL
INSTALLATION SKIM and its mounting bracket upwards and toward

the steering column.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (3) Align the SKIM mounting bracket clip with the
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE inboard lower flange of the steering column and,
ATTEMPTING ANY STEERING WHEEL, STEERING push upward firmly on the connector end of the
COLUMN, OR INSTRUMENT PANEL COMPONENT SKIM mounting bracket to engage the clip with the
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- steering column.
LATE THE BATTERY NEGATIVE (GROUND) CABLE, (4) Reconnect the cross body wire harness connec-
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- tor for the SKIM to the SKIM connector.
TEM CAPACITOR TO DISCHARGE BEFORE PER- (5) On models equipped with a manual transmis-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS sion, install and tighten the screws that secure the
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG multi-function switch assembly to the upper steering
SYSTEM. FAILURE TO TAKE THE PROPER PRE- column housing. Tighten the screws to 2 Nm (20 in.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- lbs.).
BAG DEPLOYMENT AND POSSIBLE PERSONAL (6) Position both the upper and lower shrouds onto
INJURY. the steering column (Fig. 6).
(7) Install and tighten the screws that secure the
(1) Position the Sentry Key Immobilizer Module lower steering column shroud to the upper shroud.
(SKIM) (Fig. 7). On models with a manual transmis- Tighten the screws to 2 Nm (18 in. lbs.).
sion, lift the multi-function switch upward off of the (8) Move the tilt steering column to the fully
upper steering column housing far enough to insert raised position and secure it in place by moving the
the SKIM antenna formation between the ignition tilt release lever back to the locked (up) position.
key release button and the multi-function switch (9) Reinstall the steering column opening cover.
housing. (Refer to 23 - BODY/INSTRUMENT PANEL/STEER-
(2) Slide the SKIM antenna ring around the igni- ING COLUMN OPENING COVER - INSTALLATION).
tion switch lock cylinder housing, then rotate the
(10) Reconnect the battery negative cable. Transmission Temperature Sensor (Integral to
TRS)
NOTE: If the SKIM has been replaced with a new Input Shaft Speed Sensor
unit, the Sentry Key Immobilizer System (SKIS) Output Shaft Speed Sensor
MUST be initialized before the vehicle can be oper- Some examples of indirect inputs to the TCM
ated. (Refer to 8 - ELECTRICAL/VEHICLE THEFT are:
SECURITY - STANDARD PROCEDURE - SKIS INI- Engine/Body Identification
TIALIZATION). Manifold Pressure
Target Idle
Torque Reduction Confirmation
Speed Control ON/OFF Switch
T RAN SM I SSI ON CON T ROL Engine Coolant Temperature
M ODU LE Ambient/Battery Temperature
Brake Switch Status
DESCRIPTION DRBt III Communication
The Transmission Control Module (TCM) is located Based on the information received from these var-
in the engine compartment on the left (drivers) side ious inputs, the TCM determines the appropriate
and is mounted to the inner fender (Fig. 8). shift schedule and shift points, depending on the
present operating conditions and driver demand.
This is possible through the control of various direct
and indirect outputs.
Some examples of TCM direct outputs are:
Transmission Control Relay
Solenoids (L/R, 2/4, OD and UD)
Vehicle Speed (to PCM)
Torque Reduction Request (to PCM)
Some examples of TCM indirect outputs are:
Transmission Temperature (to PCM)
PRNDL Position (to BCM)
In addition to monitoring inputs and controlling
outputs, the TCM has other important responsibili-
ties and functions:
Storing and maintaining Clutch Volume Indices
(CVI)
Storing and selecting appropriate Shift Sched-
Fig. 8 Transmission Control Module Location ules
1 - TRANSMISSION CONTROL MODULE System self-diagnostics
Diagnostic capabilities (with DRBt III scan tool)
OPERATION
The TCM is the controlling unit for all electronic NOTE: If the TCM has been replaced, the Quick
operations of the transmission. The TCM receives Learn Procedure must be performed. (Refer to 8 -
information regarding vehicle operation from both ELECTRICAL/ELECTRONIC CONTROL MODULES/
direct and indirect inputs, and selects the operational TRANSMISSION CONTROL MODULE - STANDARD
mode of the transmission. Direct inputs are hard- PROCEDURE)
wired to, and used specifically by the TCM. Indirect
inputs originate from other components/modules, and
are shared with the TCM via the PCI bus. CLUTCH VOLUME INDEX (CVI)
Some examples of direct inputs to the TCM are: An important function of the TCM is to monitor
Battery (B+) voltage Clutch Volume Index (CVI). CVIs represent the vol-
Ignition ON voltage ume of fluid needed to compress a clutch pack.
Transmission Control Relay (Switched B+) The TCM monitors gear ratio changes by monitor-
Throttle Position Sensor ing the Input and Output Speed Sensors. The Input,
Crankshaft Position Sensor (CKP) or Turbine Speed Sensor sends an electrical signal to
Transmission Range Sensor (TRS) the TCM that represents input shaft rpm. The Out-
Pressure Switches (L/R, 2/4, OD) put Speed Sensor provides the TCM with output
shaft speed information.
T RAN SM I SSI ON CON T ROL M ODU LE (Cont inue d)
By comparing the two inputs, the TCM can deter-
mine transmission gear position. This is important to
the CVI calculation because the TCM determines
CVIs by monitoring how long it takes for a gear
change to occur (Fig. 9).
Gear ratios can be determined by using the DRBt
III Scan Tool and reading the Input/Output Speed
Sensor values in the Monitors display. Gear ratio
can be obtained by dividing the Input Speed Sensor
value by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000
rpm and the output shaft is rotating at 500 rpm,
then the TCM can determine that the gear ratio is
2:1. In direct drive (3rd gear), the gear ratio changes
to 1:1. The gear ratio changes as clutches are applied
and released. By monitoring the length of time it
takes for the gear ratio to change following a shift
request, the TCM can determine the volume of fluid
used to apply or release a friction element.
The volume of transmission fluid needed to apply
the friction elements are continuously updated for
adaptive controls. As friction material wears, the vol- Fig. 9 Example of CVI Calculation
ume of fluid need to apply the element increases.
1 - OUTPUT SPEED SENSOR
Certain mechanical problems within the input 2 - OUTPUT SHAFT
clutch assembly (broken return springs, out of posi- 3 - CLUTCH PACK
tion snap rings, excessive clutch pack clearance, 4 - SEPARATOR PLATE
5 - FRICTION DISCS
improper assembly, etc.) can cause inadequate or out- 6 - INPUT SHAFT
of-range element volumes. Also, defective Input/Out- 7 - INPUT SPEED SENSOR
put Speed Sensors and wiring can cause these 8 - PISTON AND SEAL
conditions. The following chart identifies the appro-
priate clutch volumes and when they are monitored/
updated:
CLUTCH VOLUMES
When Updated Proper Clutch
Clutch
Shift Sequence Oil Temperature Throttle Angle Volume
2-1 or 3-1 coast
L/R > 70 < 5 35 to 83
downshift
2/4 1-2 shift 20 to 77
5 - 54
OD 2-3 shift > 110 48 to 150
UD 4-3 or 4-2 shift > 5 24 to 70
SHIFT SCHEDULES As driving conditions change, the TCM appropri-

As mentioned earlier, the TCM has programming ately adjusts the shift schedule. Refer to the follow-
that allows it to select a variety of shift schedules. ing table 42RLE Shift Schedule to determine the
Shift schedule selection is dependent on the follow- appropriate operation expected, depending on driving
ing: conditions.
Shift lever position
Throttle position
Engine load
Fluid temperature
Software level
4 2 RLE SH I FT SCH EDU LE
Schedule Condition Expected Operation

Extreme Cold Oil temperature at start-up below Park, Reverse, Neutral and 2nd
-16 F gear only (prevents shifting which
may fail a clutch with frequent
shifts)
Cold Oil temperature at start-up above Delayed 2-3 upshift
-12 F and below 36 F (approximately 22-31 mph)
Delayed 3-4 upshift (45-53 mph)
Early 4-3 costdown shift
(approximately 30 mph)
Early 3-2 coastdown shift
(approximately 17 mph)
High speed 4-2, 3-2, 2-1 kickdown
shifts are prevented
No EMCC
Warm Oil temperature at start-up above Normal operation (upshift,
36 F and below 80 degree F kickdowns, and coastdowns)
No EMCC
Hot Oil temperature at start-up above Normal operation (upshift,
80 F kickdowns, and coastdowns)
Full EMCC, no PEMCC except to
engage FEMCC (except at closed
throttle at speeds above 70-83 mph)
Overheat Oil temperature above 240 F or Delayed 2-3 upshift (25-32 mph)
engine coolant temperature above Delayed 3-4 upshift (41-48 mph)
244 F
3rd gear FEMCC from 30-48 mph
3rd gear PEMCC from 27-31 mph
Super Overheat Oil temperature above 260 F All 9Overheat9 shift schedule
features apply
2nd gear PEMCC above 22 mph
Above 22 mph the torque
converter will not unlock unless the
throttle is closed or if a wide open
throttle 2nd PEMCC to 1 kickdown
is made
STANDARD PROCEDURE - TCM QUICK LEARN The brakes must be applied

The quick learn procedure requires the use of the The engine speed must be above 500 rpm
DRBt scan tool. The throttle angle (TPS) must be less than 3
This program allows the electronic transmission degrees
system to recalibrate itself. This will provide the The shift lever position must stay in PARK until
proper transmission operation. The quick learn pro- prompted to shift to overdrive
cedure should be performed if any of the following The shift lever position must stay in overdrive
procedures are performed: after the Shift to Overdrive prompt until the DRBt
Transmission Assembly Replacement indicates the procedure is complete
Transmission Control Module Replacement The calculated oil temperature must be above
Solenoid Pack Replacement 60 and below 200
Clutch Plate and/or Seal Replacement
Valve Body Replacement or Recondition
To perform the Quick Learn Procedure, the follow-
ing conditions must be met:
TJ ENGINE SYSTEMS 8F - 1
ENGINE SYSTEMS
page page
BATTERY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 1 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
BAT T ERY SY ST EM
TABLE OF CONTENTS
page page
BATTERY SYSTEM STANDARD PROCEDURE - USING MICRO

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1 420 BATTERY TESTER . . . . . . . . . . . . . . . . . 12
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DIAGNOSIS AND TESTING - BATTERY INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 BATTERY HOLDDOWN
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
BATTERY SYSTEM SPECIFICATIONS . . . . . . . 6 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
SPECIAL TOOLS BATTERY CABLES
BATTERY SYSTEM SPECIAL TOOLS . . . . . . . 7 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16
BATTERY OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7 DIAGNOSIS AND TESTING - BATTERY
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 CABLES ......................... . . . 16
DIAGNOSIS AND TESTING - BATTERY . . . . . . . 8 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
STANDARD PROCEDURE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18
STANDARD PROCEDURE - BATTERY BATTERY TRAY
CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19
STANDARD PROCEDURE - BUILT-IN OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
INDICATOR TEST . . . . . . . . . . . . . . . . . . . . . 10 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
STANDARD PROCEDURE - OPEN-CIRCUIT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
VOLTAGE TEST . . . . . . . . . . . . . . . . . . . . . . . 11
STANDARD PROCEDURE - IGNITION-OFF
DRAW TEST . . . . . . . . . . . . . . . . . . . . . . . . . 11
BAT T ERY SY ST EM Battery - The storage battery provides a reli-

able means of storing a renewable source of electrical
energy within the vehicle.
DESCRIPTION
Battery Cable - The battery cables connect the
A single 12-volt battery is standard factory-in-
battery terminal posts to the vehicle electrical sys-
stalled equipment on this model. All of the compo-
tem.
nents of the battery system are located within the
Battery Holddown - The battery holddown
engine compartment of the vehicle. The battery sys-
hardware secures the battery in the battery tray in
tem for this vehicle covers the following related com-
ponents, which are covered in further detail later in
this section of the service manual:
8F - 2 BATTERY SYSTEM TJ
BAT T ERY SY ST EM (Cont inue d)
Battery Tray - The battery tray provides a and the battery to maintain its charge properly, all of
secure mounting location in the vehicle for the bat- the components that are used in these systems must
tery and an anchor point for the battery holddown perform within specifications. It is important that
hardware. the battery, starting, and charging systems be thor-
For battery system maintenance schedules and oughly tested and inspected any time a battery needs
jump starting procedures, see the owners manual in to be charged or replaced. The cause of abnormal bat-
the vehicle glove box. Optionally, refer to the Lubri- tery discharge, overcharging or early battery failure
cation and Maintenance section of this manual for must be diagnosed and corrected before a battery is
the recommended battery maintenance schedules and replaced and before a vehicle is returned to service.
for the proper battery jump starting procedure. While The service information for these systems has been
battery charging can be considered a maintenance separated within this service manual to make it eas-
procedure, the battery charging procedure and ier to locate the specific information you are seeking.
related information are located later in this section of However, when attempting to diagnose any of these
this service manual. This was done because the bat- systems, it is important that you keep their interde-
tery must be fully-charged before any battery system pendency in mind.
diagnosis or testing procedures can be performed. The diagnostic procedures used for the battery,
starting, and charging systems include the most
OPERATION basic conventional diagnostic methods, to the more
The battery system is designed to provide a safe, sophisticated On-Board Diagnostics (OBD) built into
efficient, reliable and mobile means of delivering and the Powertrain Control Module (PCM). Use of an
storing electrical energy. This electrical energy is induction-type milliampere ammeter, a volt/ohmme-
required to operate the engine starting system, as ter, a battery charger, a carbon pile rheostat (load
well as to operate many of the other vehicle acces- tester) and a 12-volt test lamp may be required. All
sory systems for limited durations while the engine OBD-sensed systems are monitored by the PCM.
and/or the charging system are not operating. The Each monitored circuit is assigned a Diagnostic Trou-
battery system is also designed to provide a reserve ble Code (DTC). The PCM will store a DTC in elec-
of electrical energy to supplement the charging sys- tronic memory for any failure it detects. Refer to
tem for short durations while the engine is running Charging System for the proper charging system on-
and the electrical current demands of the vehicle board diagnostic test procedures.
exceed the output of the charging system. In addition
to delivering, and storing electrical energy for the MICRO 420 BATTERY TESTER
vehicle, the battery system serves as a capacitor and The Micro 420 automotive battery tester is
voltage stabilizer for the vehicle electrical system. It designed to help the dealership technicians diagnose
absorbs most abnormal or transient voltages caused a defective battery. Follow the instruction manual
by the switching of any of the electrical components supplied with the tester to properly diagnose a vehi-
or circuits in the vehicle. cle. If the instruction manual is not available refer to
the standard procedure in this section, which
DIAGNOSIS AND TESTING - BATTERY SYSTEM includes the directions for using the Micro 420 bat-
The battery, starting, and charging systems in the tery tester.
vehicle operate with one another and must be tested
as a complete system. In order for the engine to start
TJ BATTERY SYSTEM 8F - 3
BATTERY SYSTEM DIAGNOSIS
THE BATTERY SEEMS 1. The electrical system 1. Refer to the IGNITION-OFF DRAW TEST
WEAK OR DEAD WHEN ignition-off draw is excessive. Standard Procedure for the proper test
ATTEMPTING TO START procedures. Repair the excessive ignition-off
THE ENGINE. draw, as required.
2. The charging system is 2. Determine if the charging system is performing

faulty. to specifications. Refer to Charging System for
charging system diagnosis and testing
procedures. Repair the faulty charging system, as
required.
3. The battery is discharged. 3. Determine the battery state-of-charge using the
Micro 420 battery tester. Refer to the Standard
Procedures in this section for additional test
procedures. Charge the faulty battery, as
required.
4. The battery terminal 4. Refer to Battery Cables for the proper battery
connections are loose or cable diagnosis and testing procedures. Clean
corroded. and tighten the battery terminal connections, as
required.
5. The battery has an 5. Refer to Battery System Specifications for the
incorrect size or rating for proper size and rating. Replace an incorrect
this vehicle. battery, as required.
6. The battery is faulty. 6. Determine the battery cranking capacity using
the Micro 420 battery tester. Refer to the
Standard Procedures in this section for additional
test procedures. Replace the faulty battery, as
required.
7. The starting system is 7. Determine if the starting system is performing
faulty. to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
8. The battery is physically 8. Inspect the battery for loose terminal posts or a
damaged. cracked and leaking case. Replace the damaged
battery, as required.
BATTERY SYSTEM DIAGNOSIS
THE BATTERY STATE OF 1. The battery has an 1. Refer to Battery System Specifications for the
CHARGE CANNOT BE incorrect size or rating for proper specifications. Replace an incorrect
MAINTAINED. this vehicle. battery, as required.
2. The battery terminal 2. Refer to Battery Cable for the proper cable
connections are loose or diagnosis and testing procedures. Clean and
corroded. tighten the battery terminal connections, as
required.
3. The electrical system 3. Refer to the IGNITION-OFF DRAW TEST
ignition-off draw is excessive. Standard Procedure for the proper test
procedures. Repair the faulty electrical system, as
required.
4. The battery is faulty. 4. Test the battery using the Micro 420 battery
tester. Refer to Standard Procedures for
additional test procedures. Replace the faulty
battery, as required.
5. The starting system is 5. Determine if the starting system is performing
faulty. to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
6. The charging system is 6. Determine if the charging system is performing
faulty. to specifications. Refer to Charging System for
additional charging system diagnosis and testing
procedures. Repair the faulty charging system, as
required.
7. Electrical loads exceed the 7. Inspect the vehicle for aftermarket electrical
output of the charging equipment which might cause excessive electrical
system. loads.
8. Slow driving or prolonged 8. Advise the vehicle operator, as required.
idling with high-amperage
draw systems in use.
THE BATTERY WILL NOT 1. The battery is faulty. 1. Test the battery using the Micro 420 battery
ACCEPT A CHARGE. tester. Charge or replace the faulty battery, as
required.
ABNORMAL BATTERY DISCHARGING installed after manufacture, or repeated short trip

Any of the following conditions can result in abnor- use.
mal battery discharging: 5. A faulty or incorrect starting system component.
1. A faulty or incorrect charging system compo- Refer to Starting System for the proper starting sys-
nent. Refer to Charging System for charging system tem diagnosis and testing procedures.
diagnosis and testing procedures. 6. Corroded or loose battery posts and/or terminal
2. A faulty or incorrect battery. Use Micro 420 bat- clamps.
tery tester and refer to Battery System for additional 7. Slow driving speeds (heavy traffic conditions) or
battery diagnosis and testing procedures. prolonged idling, with high-amperage draw systems
3. A faulty circuit or component causing excessive in use.
ignition-off draw.
4. Electrical loads that exceed the output of the CLEANING
charging system. This can be due to equipment The following information details the recommended
cleaning procedures for the battery and related com-
ponents. In addition to the maintenance schedules
found in this service manual and the owners man-
ual, it is recommended that these procedures be per-
formed any time the battery or related components
must be removed for vehicle service.
(1) Clean the battery cable terminal clamps of all
corrosion. Remove any corrosion using a wire brush
or a post and terminal cleaning tool, and a sodium
bicarbonate (baking soda) and warm water cleaning
solution (Fig. 1).
Fig. 2 Battery Cleaning - Typical

1 - CLEANING BRUSH
2 - WARM WATER AND BAKING SODA SOLUTION
3 - BATTERY
(5) Clean any corrosion from the battery terminal

posts with a wire brush or a post and terminal
cleaner, and a sodium bicarbonate (baking soda) and
warm water cleaning solution (Fig. 3).
Fig. 1 Clean Battery Cable Terminal Clamp - Typical

1 - TERMINAL BRUSH
2 - BATTERY CABLE
(2) Clean the battery tray and battery hold down

hardware of all corrosion. Remove any corrosion
using a wire brush and a sodium bicarbonate (baking
soda) and warm water cleaning solution. Paint any
exposed bare metal.
(3) If the removed battery is to be reinstalled,
clean the outside of the battery case and the top
cover with a sodium bicarbonate (baking soda) and
warm water cleaning solution using a stiff bristle
parts cleaning brush to remove any acid film (Fig. 2).
Rinse the battery with clean water. Ensure that the
cleaning solution does not enter the battery cells
through the vent holes. If the battery is being
replaced, refer to Battery System Specifications for
the factory-installed battery specifications. Confirm
that the replacement battery is the correct size and
has the correct ratings for the vehicle.
(4) If the vehicle is so equipped, clean the battery Fig. 3 Clean Battery Terminal Post - Typical
thermal guard with a sodium bicarbonate (baking 1 - TERMINAL BRUSH
soda) and warm water cleaning solution using a stiff 2 - BATTERY CABLE
3 - BATTERY
bristle parts cleaning brush to remove any acid film.
INSPECTION found on the original equipment battery label. Be

The following information details the recommended certain that a replacement battery has the correct
inspection procedures for the battery and related Group Size number, as well as CCA, and RC or AH
components. In addition to the maintenance sched- ratings that equal or exceed the original equipment
ules found in this service manual and the owners specification for the vehicle being serviced. Battery
manual, it is recommended that these procedures be sizes and ratings are discussed in more detail below.
performed any time the battery or related compo- Group Size - The outside dimensions and ter-
nents must be removed for vehicle service. minal placement of the battery conform to standards
(1) Inspect the battery cable terminal clamps for established by the Battery Council International
damage. Replace any battery cable that has a dam- (BCI). Each battery is assigned a BCI Group Size
aged or deformed terminal clamp. number to help identify a correctly-sized replace-
(2) Inspect the battery tray and battery holddown ment.
hardware for damage. Replace any damaged parts. Cold Cranking Amperage - The Cold Crank-
(3) Slide the thermal guard off of the battery case. ing Amperage (CCA) rating specifies how much cur-
Inspect the battery case for cracks or other damage rent (in amperes) the battery can deliver for thirty
that could result in electrolyte leaks. Also, check the seconds at -18 C (0 F). Terminal voltage must not
battery terminal posts for looseness. Batteries with fall below 7.2 volts during or after the thirty second
damaged cases or loose terminal posts must be discharge period. The CCA required is generally
replaced. higher as engine displacement increases, depending
(4) Inspect the battery thermal guard for tears, also upon the starter current draw requirements.
cracks, deformation or other damage. Replace any Reserve Capacity - The Reserve Capacity (RC)
battery thermal guard that has been damaged. rating specifies the time (in minutes) it takes for bat-
(5) Inspect the battery built-in test indicator sight tery terminal voltage to fall below 10.5 volts, at a
glass for an indication of the battery condition. If the discharge rate of 25 amperes. RC is determined with
battery is discharged, charge as required. Refer to the battery fully-charged at 26.7 C (80 F). This rat-
Standard Procedures for the proper battery built-in ing estimates how long the battery might last after a
indicator test procedures. Also refer to Standard Pro- charging system failure, under minimum electrical
cedures for the proper battery charging procedures. load.
Ampere-Hours - The Ampere-Hours (AH) rat-
ing specifies the current (in amperes) that a battery
SPECI FI CAT I ON S can deliver steadily for twenty hours, with the volt-
age in the battery not falling below 10.5 volts. This
BATTERY SYSTEM SPECIFICATIONS rating is also sometimes identified as the twenty-
The battery Group Size number, the Cold Cranking hour discharge rating.
Amperage (CCA) rating, and the Reserve Capacity
(RC) rating or Ampere-Hours (AH) rating can be
Battery Classifications and Ratings

BCI Group Size Cold Cranking Reserve Load Test
Part Number Ampere-Hours
Classification Amperage Capacity Amperage
04609365AC 34 600 120 Minutes 66 300
SPECI AL T OOLS A large capacity, low-maintenance storage battery

(Fig. 4) is standard factory-installed equipment on
BATTERY SYSTEM SPECIAL TOOLS this model. Refer to Battery Specifications for the
proper specifications of the factory-installed batteries
available on this model. Male post type terminals
made of a soft lead material protrude from the top of
the molded plastic battery case to provide the means
for connecting the battery to the vehicle electrical
system. The battery positive terminal post is physi-
cally larger in diameter than the negative terminal
post to ensure proper battery connection. The letters
POS and NEG are also molded into the top of the
battery case adjacent to their respective positive and
negative terminal posts for identification confirma-
tion (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/
CABLES - DESCRIPTION).
The battery is made up of six individual cells that
are connected in series. Each cell contains positively
charged plate groups that are connected with lead
straps to the positive terminal post, and negatively
charged plate groups that are connected with lead
straps to the negative terminal post. Each plate con-
sists of a stiff mesh framework or grid coated with
lead dioxide (positive plate) or sponge lead (negative
plate). Insulators or plate separators made of a non-
conductive material are inserted between the positive
MICRO 420 BATTERY TESTER and negative plates to prevent them from contacting
BAT T ERY or shorting against one another. These dissimilar
metal plates are submerged in a sulfuric acid and
water solution called an electrolyte.
DESCRIPTION The factory-installed battery has a built-in test
indicator (hydrometer). The color visible in the sight
glass of the indicator will reveal the battery condi-
tion. Refer to Standard Procedures for the proper
built-in indicator test procedures. The factory-in-
stalled low-maintenance battery has removable
battery cell caps. Water can be added to this bat-
tery. The battery is not sealed and has vent holes in
the cell caps. The chemical composition of the metal
coated plates within the low-maintenance battery
reduces battery gassing and water loss, at normal
charge and discharge rates. Therefore, the battery
should not require additional water in normal ser-
vice. If the electrolyte level in this battery does
become low, water must be added. However, rapid
loss of electrolyte can be caused by an overcharging
condition. Be certain to diagnose the charging system
Fig. 4 Low-Maintenance Battery - Typical after replenishing the water in the battery for a low
1 - POSITIVE POST electrolyte condition and before returning the vehicle
2 - VENT
3 - CELL CAP to service (Refer to 8 - ELECTRICAL/CHARGING -
4 - VENT DIAGNOSIS AND TESTING).
5 - CELL CAP
6 - VENT
7 - NEGATIVE POST
8 - GREEN BALL
9 - ELECTROLYTE LEVEL
10 - PLATE GROUPS
11 - LOW-MAINTENANCE BATTERY
BAT T ERY (Cont inue d)
OPERATION MICRO 420 BATTERY TESTER

The battery is designed to store electrical energy in The Micro 420 automotive battery tester is
a chemical form. When an electrical load is applied to designed to help the dealership technicians diagnose
the terminals of the battery, an electrochemical reac- the cause of a defective battery. Follow the instruc-
tion occurs. This reaction causes the battery to dis- tion manual supplied with the tester to properly
charge electrical current from its terminals. As the diagnose a vehicle. If the instruction manual is not
battery discharges, a gradual chemical change takes available refer to the standard procedure in this sec-
place within each cell. The sulfuric acid in the elec- tion, which includes the directions for using the
trolyte combines with the plate materials, causing Micro 420 battery tester.
both plates to slowly change to lead sulfate. At the
same time, oxygen from the positive plate material WARNING: IF THE BATTERY SHOWS SIGNS OF
combines with hydrogen from the sulfuric acid, caus- FREEZING, LEAKING OR LOOSE POSTS, DO NOT
ing the electrolyte to become mainly water. The TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
chemical changes within the battery are caused by MAY ARC INTERNALLY AND EXPLODE. PERSONAL
the movement of excess or free electrons between the INJURY AND/OR VEHICLE DAMAGE MAY RESULT.
positive and negative plate groups. This movement of
electrons produces a flow of electrical current WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN
through the load device attached to the battery ter- AND AROUND THE BATTERY. DO NOT SMOKE,
minals. USE FLAME, OR CREATE SPARKS NEAR THE BAT-
As the plate materials become more similar chem- TERY. PERSONAL INJURY AND/OR VEHICLE DAM-
ically, and the electrolyte becomes less acid, the volt- AGE MAY RESULT.
age potential of each cell is reduced. However, by
charging the battery with a voltage higher than that
of the battery itself, the battery discharging process WARNING: THE BATTERY CONTAINS SULFURIC
is reversed. Charging the battery gradually changes ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID
the sulfated lead plates back into sponge lead and CONTACT WITH THE SKIN, EYES, OR CLOTHING.
lead dioxide, and the water back into sulfuric acid. IN THE EVENT OF CONTACT, FLUSH WITH WATER
This action restores the difference in the electron AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
charges deposited on the plates, and the voltage OF THE REACH OF CHILDREN.
potential of the battery cells. For a battery to remain
useful, it must be able to produce high-amperage cur- A battery that will not accept a charge is faulty,
rent over an extended period. A battery must also be and must be replaced. Further testing is not
able to accept a charge, so that its voltage potential required. A fully-charged battery must be load tested
may be restored. to determine its cranking capacity. A battery that is
The battery is vented to release excess hydrogen fully-charged, but does not pass the load test, is
gas that is created when the battery is being charged faulty and must be replaced.
or discharged. However, even with these vents,
hydrogen gas can collect in or around the battery. If NOTE: Completely discharged batteries may take
hydrogen gas is exposed to flame or sparks, it may several hours to accept a charge. Refer to Standard
ignite. If the electrolyte level is low, the battery may Procedures for the proper battery charging proce-
arc internally and explode. If the battery is equipped dures.
with removable cell caps, add distilled water when-
ever the electrolyte level is below the top of the
plates. If the battery cell caps cannot be removed, the STAN DARD PROCEDU RE
battery must be replaced if the electrolyte level
becomes low. STANDARD PROCEDURE - BATTERY
DIAGNOSIS AND TESTING - BATTERY CHARGING
Battery charging is the means by which the bat-
The battery must be completely charged and the
tery can be restored to its full voltage potential. A
terminals should be properly cleaned and inspected
battery is fully-charged when:
before diagnostic procedures are performed. Refer to
All of the battery cells are gassing freely during
Battery System Cleaning for the proper cleaning pro-
battery charging.
cedures, and Battery System Inspection for the
A green color is visible in the sight glass of the
proper battery inspection procedures. Refer to Stan-
battery built-in test indicator.
dard Procedures for the proper battery charging pro-
cedures.
Three hydrometer tests, taken at one-hour inter- CAUTION: The battery should not be hot to the
vals, indicate no increase in the temperature-cor- touch. If the battery feels hot to the touch, turn off
rected specific gravity of the battery electrolyte. the charger and let the battery cool before continu-
Open-circuit voltage of the battery is 12.4 volts ing the charging operation. Damage to the battery
or above. may result.
WARNING: NEVER EXCEED TWENTY AMPERES After the battery has been charged to 12.4 volts or
WHEN CHARGING A COLD (-1 C [30 F] OR greater, perform a load test to determine the battery
LOWER) BATTERY. THE BATTERY MAY ARC INTER- cranking capacity (Refer to 8 - ELECTRICAL/BAT-
NALLY AND EXPLODE. PERSONAL INJURY AND/OR TERY SYSTEM/BATTERY - STANDARD PROCE-
VEHICLE DAMAGE MAY RESULT. DURE). If the battery will endure a load test, return
the battery to service. If the battery will not endure a
load test, it is faulty and must be replaced.
WARNING: IF THE BATTERY SHOWS SIGNS OF Clean and inspect the battery hold downs, tray,
FREEZING, LEAKING, LOOSE POSTS, DO NOT terminals, posts, and top before completing battery
TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY service (Refer to 8 - ELECTRICAL/BATTERY SYS-
MAY ARC INTERNALLY AND EXPLODE. PERSONAL TEM - CLEANING), and (Refer to 8 - ELECTRICAL/
INJURY AND/OR VEHICLE DAMAGE MAY RESULT. BATTERY SYSTEM - INSPECTION).
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN CHARGING A COMPLETELY DISCHARGED

AND AROUND THE BATTERY. DO NOT SMOKE, BATTERY
USE FLAME, OR CREATE SPARKS NEAR THE BAT- The following procedure should be used to recharge
TERY. PERSONAL INJURY AND/OR VEHICLE DAM- a completely discharged battery. Unless this proce-
AGE MAY RESULT. dure is properly followed, a good battery may be
needlessly replaced.
(1) Measure the voltage at the battery posts with a
WARNING: THE BATTERY CONTAINS SULFURIC voltmeter, accurate to 1/10 (0.10) volt (Fig. 5). If the
ACID, WHICH IS POISONOUS AND CAUSTIC. AVOID reading is below ten volts, the battery charging cur-
CONTACT WITH THE SKIN, EYES, OR CLOTHING. rent will be low. It could take some time before the
IN THE EVENT OF CONTACT, FLUSH WITH WATER battery accepts a current greater than a few milliam-
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT peres. Such low current may not be detectable on the
OF THE REACH OF CHILDREN. ammeters built into many battery chargers.
WARNING: IF THE BATTERY IS EQUIPPED WITH

REMOVABLE CELL CAPS, BE CERTAIN THAT EACH
OF THE CELL CAPS IS IN PLACE AND TIGHT
BEFORE THE BATTERY IS RETURNED TO SER-
VICE. PERSONAL INJURY AND/OR VEHICLE DAM-
AGE MAY RESULT FROM LOOSE OR MISSING
CELL CAPS.
CAUTION: Always disconnect and isolate the bat-

tery negative cable before charging a battery. Do
not exceed sixteen volts while charging a battery.
Damage to the vehicle electrical system compo-
nents may result.
Fig. 5 Voltmeter - Typical
CAUTION: Battery electrolyte will bubble inside the cable. Connect the battery charger leads. Some bat-
battery case during normal battery charging. Elec- tery chargers are equipped with polarity-sensing cir-
trolyte boiling or being discharged from the battery cuitry. This circuitry protects the battery charger and
vents indicates a battery overcharging condition. the battery from being damaged if they are improp-
Immediately reduce the charging rate or turn off the erly connected. If the battery state-of-charge is too
charger to evaluate the battery condition. Damage low for the polarity-sensing circuitry to detect, the
to the battery may result from overcharging. battery charger will not operate. This makes it
appear that the battery will not accept charging cur- BATTERY CHARGING TIME TABLE
rent. See the instructions provided by the manufac-
turer of the battery charger for details on how to Charging 10
5 Amps 20 Amps
bypass the polarity-sensing circuitry. Amperage Amps
(3) Battery chargers vary in the amount of voltage Open Circuit Hours Charging @ 21 C (70
and current they provide. The amount of time Voltage F)
required for a battery to accept measurable charging 12.25 to 12.49 6 hours 3 hours 1.5
current at various voltages is shown in the Charge hours
Rate Table. If the charging current is still not mea-
12.00 to 12.24 10 hours 5 hours 2.5
surable at the end of the charging time, the battery
hours
is faulty and must be replaced. If the charging cur-
rent is measurable during the charging time, the bat- 10.00 to 11.99 14 hours 7 hours 3.5
tery may be good and the charging should be hours
completed in the normal manner. Below 10.00 18 hours 9 hours 4.5
hours
CHARGE RATE TABLE
Voltage Hours STANDARD PROCEDURE - BUILT-IN
16.0 volts maximum up to 4 hours
INDICATOR TEST
An indicator (hydrometer) built into the top of the
14.0 to 15.9 volts up to 8 hours battery case provides visual information for battery
13.9 volts or less up to 16 hours testing (Fig. 6). Like a hydrometer, the built-in indi-
cator measures the specific gravity of the battery
CHARGING TIME REQUIRED electrolyte. The specific gravity of the electrolyte
The time required to charge a battery will vary, reveals the battery state-of-charge; however, it will
depending upon the following factors: not reveal the cranking capacity of the battery. A load
Battery Capacity - A completely discharged test must be performed to determine the battery
heavy-duty battery requires twice the charging time cranking capacity. Refer to Standard Procedures for
of a small capacity battery. the proper battery load test procedures.
Temperature - A longer time will be needed to
charge a battery at -18 C (0 F) than at 27 C (80
F). When a fast battery charger is connected to a cold
battery, the current accepted by the battery will be
very low at first. As the battery warms, it will accept
a higher charging current rate (amperage).
Charger Capacity - A battery charger that
supplies only five amperes will require a longer
charging time. A battery charger that supplies
twenty amperes or more will require a shorter charg-
ing time.
State-Of-Charge - A completely discharged bat-
tery requires more charging time than a partially Fig. 6 Built-In Indicator
discharged battery. Electrolyte is nearly pure water 1 - SIGHT GLASS
in a completely discharged battery. At first, the 2 - BATTERY TOP
3 - GREEN BALL
charging current (amperage) will be low. As the bat- 4 - PLASTIC ROD
tery charges, the specific gravity of the electrolyte
will gradually rise. Before testing, visually inspect the battery for any
The Battery Charging Time Table gives an indica- damage (a cracked case or cover, loose posts, etc.)
tion of the time required to charge a typical battery that would cause the battery to be faulty. In order to
at room temperature based upon the battery state-of- obtain correct indications from the built-in indicator,
charge and the charger capacity. it is important that the battery be level and have a
clean sight glass. Additional light may be required to
view the indicator. Do not use open flame as a
source of additional light.
To read the built-in indicator, look into the sight (1) Before measuring the open-circuit voltage, the
glass and note the color of the indication (Fig. 7). The surface charge must be removed from the battery.
battery condition that each color indicates is Turn on the headlamps for fifteen seconds, then
described in the following list: allow up to five minutes for the battery voltage to
Green - Indicates 75% to 100% battery state-of- stabilize.
charge. The battery is adequately charged for further (2) Disconnect and isolate both battery cables, neg-
testing or return to service. If the starter will not ative cable first.
crank for a minimum of fifteen seconds with a fully- (3) Using a voltmeter connected to the battery
charged battery, the battery must be load tested. posts (see the instructions provided by the manufac-
Refer to Standard Procedures for the proper battery turer of the voltmeter), measure the open-circuit volt-
load test procedures. age (Fig. 8).
Black or Dark - Indicates 0% to 75% battery
state-of-charge. The battery is inadequately charged
and must be charged until a green indication is visi-
ble in the sight glass (12.4 volts or more), before the
battery is tested further or returned to service. Refer
to Standard Procedures for the proper battery charg-
ing procedures. Also refer to Diagnosis and Testing
for more information on the possible causes of the
discharged battery condition.
Clear or Bright - Indicates a low battery elec-
trolyte level. The electrolyte level in the battery is
below the built-in indicator. A maintenance-free bat-
tery with non-removable cell caps must be replaced if
the electrolyte level is low. Water must be added to a
low-maintenance battery with removable cell caps
before it is charged. Refer to Standard Procedures for Fig. 8 Testing Open-Circuit Voltage - Typical
the proper battery filling procedures. A low electro- See the Open-Circuit Voltage Table. This voltage
lyte level may be caused by an overcharging condi- reading will indicate the battery state-of-charge, but
tion. Refer to Charging System for the proper will not reveal its cranking capacity. If a battery has
charging system diagnosis and testing procedures. an open-circuit voltage reading of 12.4 volts or
greater, it may be load tested to reveal its cranking
capacity (Refer to 8 - ELECTRICAL/BATTERY SYS-
TEM/BATTERY - STANDARD PROCEDURE).
OPEN CIRCUIT VOLTAGE TABLE

Open Circuit Voltage Charge Percentage
11.7 volts or less 0%
12.0 volts 25%
12.2 volts 50%
12.4 volts 75%
12.6 volts or more 100%
Fig. 7 Built-In Indicator Sight Glass Chart
STANDARD PROCEDURE - IGNITION-OFF
STANDARD PROCEDURE - OPEN-CIRCUIT
DRAW TEST
VOLTAGE TEST The term Ignition-Off Draw (IOD) identifies a nor-
A battery open-circuit voltage (no load) test will mal condition where power is being drained from the
show the approximate state-of-charge of a battery. battery with the ignition switch in the Off position. A
This test can be used in place of the hydrometer test normal vehicle electrical system will draw from five
when a hydrometer is not available, or for mainte- to thirty-five milliamperes (0.005 to 0.035 ampere)
nance-free batteries with non-removable cell caps. with the ignition switch in the Off position, and all
Before proceeding with this test, completely charge non-ignition controlled circuits in proper working
the battery (Refer to 8 - ELECTRICAL/BATTERY order. Up to thirty-five milliamperes are needed to
SYSTEM/BATTERY - STANDARD PROCEDURE). enable the memory functions for the Powertrain Con-
trol Module (PCM), digital clock, electronically tuned the amperage reading becomes very low, or nonexist-
radio, and other modules which may vary with the ent. Refer to the appropriate wiring information in
vehicle equipment. this service manual for complete PDC and JB fuse,
A vehicle that has not been operated for approxi- circuit breaker, and circuit identification. This will
mately twenty days, may discharge the battery to an isolate each circuit and identify the circuit that is the
inadequate level. When a vehicle will not be used for source of the high-amperage IOD. If the amperage
twenty days or more (stored), remove the IOD fuse reading remains high after removing and replacing
from the Power Distribution Center (PDC). This will each fuse and circuit breaker, disconnect the wire
reduce battery discharging. harness from the generator. If the amperage reading
Excessive IOD can be caused by: now becomes very low or nonexistent, refer to Charg-
Electrical items left on. ing System for the proper charging system diagnosis
Faulty or improperly adjusted switches. and testing procedures. After the high-amperage IOD
Faulty or shorted electronic modules and compo- has been corrected, switch the multi-meter to pro-
nents. gressively lower amperage scales and, if necessary,
An internally shorted generator. repeat the fuse and circuit breaker remove-and-re-
Intermittent shorts in the wiring. place process to identify and correct all sources of
If the IOD is over thirty-five milliamperes, the excessive IOD. It is now safe to select the lowest mil-
problem must be found and corrected before replac- liampere scale of the multi-meter to check the low-
ing a battery. In most cases, the battery can be amperage IOD.
charged and returned to service after the excessive
IOD condition has been corrected. CAUTION: Do not open any doors, or turn on any
(1) Verify that all electrical accessories are off. electrical accessories with the lowest milliampere
Turn off all lamps, remove the ignition key, and close scale selected, or the multi-meter may be damaged.
all doors. If the vehicle is equipped with an illumi-
nated entry system or an electronically tuned radio, (6) Observe the multi-meter reading. The low-am-
allow the electronic timer function of these systems perage IOD should not exceed thirty-five milliam-
to automatically shut off (time out). This may take peres (0.035 ampere). If the current draw exceeds
up to three minutes. thirty-five milliamperes, isolate each circuit using the
(2) Determine that the underhood lamp is operat- fuse and circuit breaker remove-and-replace process
ing properly, then disconnect the lamp wire harness in Step 5. The multi-meter reading will drop to
connector or remove the lamp bulb. within the acceptable limit when the source of the
(3) Disconnect the battery negative cable. excessive current draw is disconnected. Repair this
(4) Set an electronic digital multi-meter to its circuit as required; whether a wiring short, incorrect
highest amperage scale. Connect the multi-meter switch adjustment, or a component failure is at fault.
between the disconnected battery negative cable ter-
minal clamp and the battery negative terminal post. STANDARD PROCEDURE - USING MICRO 420
Make sure that the doors remain closed so that the BATTERY TESTER
illuminated entry system is not activated. The multi- Always use the Micro 420 Instruction Manual that
meter amperage reading may remain high for up to was supplied with the tester as a reference. If the
three minutes, or may not give any reading at all Instruction Manual is not available the following pro-
while set in the highest amperage scale, depending cedure can be used:
upon the electrical equipment in the vehicle. The
multi-meter leads must be securely clamped to the WARNING: ALWAYS WEAR APPROPRIATE EYE
battery negative cable terminal clamp and the bat- PROTECTION AND USE EXTREME CAUTION WHEN
tery negative terminal post. If continuity between the WORKING WITH BATTERIES.
battery negative terminal post and the negative cable
terminal clamp is lost during any part of the IOD
test, the electronic timer function will be activated BATTERY TESTING
and all of the tests will have to be repeated. (1) If testing the battery OUT-OF-VEHICLE, clean
(5) After about three minutes, the high-amperage the battery terminals with a wire brush before test-
IOD reading on the multi-meter should become very ing. If the battery is equipped with side post termi-
low or nonexistent, depending upon the electrical nals, install and tighten the supplied lead terminal
equipment in the vehicle. If the amperage reading stud adapters. Do not use steel bolts. Failure to prop-
remains high, remove and replace each fuse or circuit erly install the stud adapters, or using stud adapters
breaker in the Power Distribution Center (PDC) and that are dirty or worn-out may result in false test
then in the Junction Block (JB), one at a time until readings.
last 4 digits of the VIN. Use the UP/DOWN arrow
buttons to scroll to the correct character; then press
ENTER to select and move to the next digit. Then
press the ENTER button to view the SERVICE
CODE. Pressing the CODE button a second time will
return you to the test results.
BATTERY TEST RESULTS

GOOD BATTERY Return to service
GOOD - RECHARGE Fully charge battery and
return to service
CHARGE & RETEST Fully charge battery and
retest battery
REPLACE BATTERY Replace the battery and
retest complete system
BAD-CELL REPLACE Replace the battery and
retest complete system
NOTE: The SERVICE CODE is required on every

warranty claim submitted for battery replacement.
Fig. 9 Micro 420 Battery Tester
(2) If testing the battery IN-THE-VEHICLE, make REMOVAL
certain all of the vehicle accessory loads are OFF, (1) Turn the ignition switch to the Off position. Be
including the ignition. The preferred test position certain that all electrical accessories are turned off.
is at the battery terminal. If the battery is not (2) Loosen the battery negative cable terminal
accessible, you may test using both the positive and clamp pinch-bolt hex nut.
negative jumper posts. Select TESTING AT JUMPER (3) Disconnect the battery negative cable terminal
POST when connecting to that location. clamp from the battery negative terminal post. If
(3) Connect the tester (Fig. 9) to the battery or necessary, use a battery terminal puller to remove
jumper posts, the red clamp to positive (+) and the the terminal clamp from the battery post (Fig. 10).
black clamp to negative ().
NOTE: Multiple batteries connected in parallel must

have the ground cable disconnected to perform a
battery test. Failure to disconnect may result in
false battery test readings.
(4) Using the ARROW key select in or out of vehi-

cle testing and press ENTER to make a selection.
(5) If not selected, choose the Cold Cranking Amp
(CCA) battery rating. Or select the appropriate bat-
tery rating for your area (see menu). The tester will
then run its self programmed test of the battery and
Fig. 10 Remove Battery Cable Terminal Clamp -
display the results. Refer to the test result table
Typical
noted below.
1 - BATTERY
2 - BATTERY TERMINAL PULLER
CAUTION: If REPLACE BATTERY is the result of the
test, this may mean a poor connection between the
(4) Loosen the battery positive cable terminal
vehicles cables and battery exists. After discon-
clamp pinch-bolt hex nut.
necting the vehicles battery cables from the bat-
(5) Disconnect the battery positive cable terminal
tery, retest the battery using the OUT-OF-VEHICLE
clamp from the battery positive terminal post. If nec-
test before replacing.
essary, use a battery terminal puller to remove the
(6) While viewing the battery test result, press the terminal clamp from the battery post.
CODE button and the tester will prompt you for the
(6) Remove the battery holddowns from the bat- CAUTION: Be certain that the battery cable terminal
tery. Refer to Battery Holddown for the proper bat- clamps are connected to the correct battery termi-
tery holddown removal procedures. nal posts. Reversed battery polarity may damage
electrical components of the vehicle.
WARNING: WEAR A SUITABLE PAIR OF RUBBER
GLOVES (NOT THE HOUSEHOLD TYPE) WHEN (5) Clean the battery cable terminal clamps and
REMOVING A BATTERY BY HAND. SAFETY the battery terminal posts. Refer to Battery System
GLASSES SHOULD ALSO BE WORN. IF THE BAT- Cleaning for cleaning procedure.
TERY IS CRACKED OR LEAKING, THE ELECTRO- (6) Reconnect the battery positive cable terminal
LYTE CAN BURN THE SKIN AND EYES. clamp to the battery positive terminal post. Tighten
the terminal clamp pinch-bolt hex nut to 8.4 Nm (75
(7) Remove the battery and the battery thermal in. lbs.).
guard from the battery tray as a unit. (7) Reconnect the battery negative cable terminal
(8) Remove the battery thermal guard from the clamp to the battery negative terminal post. Tighten
battery case. Refer to Thermal Guard for the proper the terminal clamp pinch-bolt hex nut to 8.4 Nm (75
battery thermal guard removal procedures. in. lbs.).
(8) Apply a thin coating of petroleum jelly or chas-
INSTALLATION sis grease to the exposed surfaces of the battery cable
(1) Clean and inspect all of the battery system terminal clamps and the battery terminal posts.
components. Refer to Battery System Cleaning for
the proper cleaning procedures, and refer to Battery
System Inspection for the proper inspection proce- BAT T ERY H OLDDOWN
dures.
(2) Reinstall the battery thermal guard onto the DESCRIPTION
battery case. Refer to Thermal Guard for the proper
battery thermal guard installation procedures.
(3) Position the battery and the battery thermal
guard onto the battery tray as a unit. Ensure that
the battery positive and negative terminal posts are
correctly positioned. The battery cable terminal
clamps must reach the correct battery terminal post
without stretching the cables (Fig. 11).
Fig. 12 Battery Hold Downs

Fig. 11 Battery Cables - Typical 1 - J-BOLT (2)
2 - NUT (2)
1 - RADIATOR CROSSMEMBER 3 - BRACKET
2 - WHEELHOUSE INNER PANEL 4 - BATTERY
3 - NEGATIVE CABLE
4 - POSITIVE CABLE
5 - BATTERY The battery hold down hardware (Fig. 12) includes
two J-bolts, a hold down bracket and two hex nuts
(4) Reinstall the battery holddowns onto the bat- with coned washers. The battery hold down bracket
tery. Refer to Battery Holddown for the proper instal- consists of a stamped steel bracket that is then plas-
lation procedure. tic-coated for corrosion protection.
BAT T ERY H OLDDOWN (Cont inue d)
The hold down J-bolts are installed a hole in the
front and rear flanges of the battery tray from the
top, with the threaded ends of the bolts extending
upward. The hooked end of each J-bolt is then
engaged in a second hole in the front and rear
flanges of the battery tray from the bottom. The bat-
tery hold down bracket is installed across the top of
the battery case and over the two upright threaded
ends of the J-bolts. A hex nut with coned washer is
then installed and tightened onto each of the J-bolts
to securely hold down the battery in the battery tray.
When installing a battery into the battery tray, be
certain that the hold down hardware is properly
installed and that the fasteners are tightened to the
proper specifications. Improper hold down fastener
tightness, whether too loose or too tight, can result in
damage to the battery, the vehicle or both. (Refer to 8
- ELECTRICAL/BATTERY SYSTEM/BATTERY
HOLDDOWN - INSTALLATION) the proper hold
down fastener tightness specifications.
OPERATION
The battery holddown secures the battery in the Fig. 13 Battery Hold Downs Remove/Install
battery tray. This holddown is designed to prevent 1 - J-BOLT (2)
2 - NUT (2)
battery movement during the most extreme vehicle 3 - BRACKET
operation conditions. Periodic removal and lubrica- 4 - BATTERY
tion of the battery holddown hardware is recom-
mended to prevent hardware seizure at a later date. INSTALLATION
All of the battery hold down hardware can be ser-
CAUTION: Never operate a vehicle without a battery viced without removal of the battery or the battery
holddown device properly installed. Damage to the tray.
vehicle, components and battery could result. (1) Clean and inspect the battery hold down hard-
ware. (Refer to 8 - ELECTRICAL/BATTERY SYS-
TEM - CLEANING).
REMOVAL (2) Engage the hooked end of each J-bolt into the
All of the battery hold down hardware can be ser- holes in the front or rear flange of the battery tray
viced without removal of the battery or the battery and position the two J-bolts.
tray. (3) Position the battery hold down bracket onto the
(1) Turn the ignition switch to the Off position. Be threaded ends of the two J-bolts and across the top of
certain that all electrical accessories are turned off. the battery case.
(2) Loosen the battery negative cable terminal (4) Install and tighten the nut with washer onto
clamp pinch-bolt hex nut. the threaded end of each of the two J-bolts. Tighten
(3) Disconnect the battery negative cable terminal the nuts to 4.7 Nm (42 in. lbs.).
clamp from the battery negative terminal post. If (5) Reconnect the battery negative cable terminal
necessary, use a battery terminal puller to remove clamp to the battery negative terminal post. Tighten
the terminal clamp from the battery post. the terminal clamp pinch-bolt hex nut to 8.4 Nm (75
(4) Remove the nut with washer from the threaded in. lbs.).
end of each of the two J-bolts (Fig. 13).
(5) Remove the battery hold down bracket from
the threaded ends of the two J-bolts and the top of
the battery case.
(6) Disengage the hooked end of each J-bolt from
the holes in the front or rear flange of the battery
tray and remove the two J-bolts.
BAT T ERY CABLES to the B(+) terminal stud of the Power Distribution
Center (PDC), and the other wire has an eyelet ter-
minal that connects the battery positive cable to the
DESCRIPTION
B(+) terminal stud of the engine starter motor sole-
The battery cables are large gauge, stranded cop-
noid. The battery negative cable terminal clamp is
per wires sheathed within a heavy plastic or syn-
also die cast onto the ends of two wires. One wire
thetic rubber insulating jacket. The wire used in the
has an eyelet terminal that connects the battery neg-
battery cables combines excellent flexibility and reli-
ative cable to the vehicle powertrain through a stud
ability with high electrical current carrying capacity.
on the right side of the engine cylinder block. The
The battery cables feature a clamping type female
other wire has an eyelet terminal that connects the
battery terminal made of soft lead that is die cast
battery negative cable to the vehicle body through a
onto one end of the battery cable wire. A square
ground screw on the right front fender inner shield,
headed pinch-bolt and hex nut are installed at the
near the battery.
open end of the female battery terminal clamp. Large
eyelet type terminals are crimped onto the opposite
end of the battery cable wire and then solder-dipped.
DIAGNOSIS AND TESTING - BATTERY CABLES
The battery positive cable wires have a red insulat- A voltage drop test will determine if there is exces-
ing jacket to provide visual identification and feature sive resistance in the battery cable terminal connec-
a larger female battery terminal clamp to allow con- tions or the battery cable. If excessive resistance is
nection to the larger battery positive terminal post. found in the battery cable connections, the connec-
The battery negative cable wires have a black insu- tion point should be disassembled, cleaned of all cor-
lating jacket and a smaller female battery terminal rosion or foreign material, then reassembled.
clamp. Following reassembly, check the voltage drop for the
The battery cables cannot be repaired and, if dam- battery cable connection and the battery cable again
aged or faulty they must be replaced. Both the bat- to confirm repair.
tery positive and negative cables are available for When performing the voltage drop test, it is impor-
service replacement only as a unit with the battery tant to remember that the voltage drop is giving an
wire harness, which may include portions of the wir- indication of the resistance between the two points at
ing circuits for the generator and other components which the voltmeter probes are attached. EXAM-
on some models. Refer to the appropriate wiring PLE: When testing the resistance of the battery pos-
information in this service manual for the location of itive cable, touch the voltmeter leads to the battery
the proper battery cable wire harness diagrams. The positive cable terminal clamp and to the battery pos-
wiring information also includes proper wire and con- itive cable eyelet terminal at the starter solenoid
nector repair procedures, further details on wire har- B(+) terminal stud. If you probe the battery positive
ness routing and retention, as well as pin-out and terminal post and the battery positive cable eyelet
location views for the various wire harness connec- terminal at the starter solenoid B(+) terminal stud,
tors, splices and grounds. you are reading the combined voltage drop in the
battery positive cable terminal clamp-to-terminal
post connection and the battery positive cable.
OPERATION
The battery cables connect the battery terminal
VOLTAGE DROP TEST
posts to the vehicle electrical system. These cables
The following operation will require a voltmeter
also provide a path back to the battery for electrical
accurate to 1/10 (0.10) volt. Before performing this
current generated by the charging system for restor-
test, be certain that the following procedures are
ing the voltage potential of the battery. The female
accomplished:
battery terminal clamps on the ends of the battery
The battery is fully-charged and load tested.
cable wires provide a strong and reliable connection
Refer to Standard Procedures for the proper battery
of the battery cable to the battery terminal posts.
charging and load test procedures.
The terminal pinch bolts allow the female terminal
Fully engage the parking brake.
clamps to be tightened around the male terminal
If the vehicle is equipped with an automatic
posts on the top of the battery. The eyelet terminals
transmission, place the gearshift selector lever in the
secured to the opposite ends of the battery cable
Park position. If the vehicle is equipped with a man-
wires from the female battery terminal clamps pro-
ual transmission, place the gearshift selector lever in
vide secure and reliable connection of the battery
the Neutral position and block the clutch pedal in the
cables to the vehicle electrical system.
fully depressed position.
The battery positive cable terminal clamp is die
Verify that all lamps and accessories are turned
cast onto the ends of two wires. One wire has an eye-
off.
let terminal that connects the battery positive cable
BAT T ERY CABLES (Cont inue d)
To prevent the engine from starting, remove the
Automatic Shut Down (ASD) relay. The ASD relay is
located in the Power Distribution Center (PDC), in
out label affixed to the underside of the PDC cover
for ASD relay identification and location.
(1) Connect the positive lead of the voltmeter to
the battery negative terminal post. Connect the neg-
ative lead of the voltmeter to the battery negative
cable terminal clamp (Fig. 14). Rotate and hold the
ignition switch in the Start position. Observe the
voltmeter. If voltage is detected, correct the poor con-
nection between the battery negative cable terminal
clamp and the battery negative terminal post.
Fig. 15 Test Battery Positive Connection Resistance

- Typical
1 - VOLTMETER
2 - BATTERY
Fig. 14 Test Battery Negative Connection

Resistance - Typical
1 - VOLTMETER
2 - BATTERY

Fig. 16 Test Battery Positive Cable Resistance -
the battery positive terminal post. Connect the nega-
Typical
tive lead of the voltmeter to the battery positive cable
terminal clamp (Fig. 15). Rotate and hold the ignition 1 - BATTERY
2 - VOLTMETER
switch in the Start position. Observe the voltmeter. If 3 - STARTER MOTOR
voltage is detected, correct the poor connection
between the battery positive cable terminal clamp (4) Connect the voltmeter to measure between the
and the battery positive terminal post. battery negative cable terminal clamp and a good
(3) Connect the voltmeter to measure between the clean ground on the engine block (Fig. 17). Rotate
battery positive cable terminal clamp and the starter and hold the ignition switch in the Start position.
solenoid B(+) terminal stud (Fig. 16). Rotate and hold Observe the voltmeter. If the reading is above 0.2
the ignition switch in the Start position. Observe the volt, clean and tighten the battery negative cable
voltmeter. If the reading is above 0.2 volt, clean and eyelet terminal connection to the engine block.
tighten the battery positive cable eyelet terminal con- Repeat the test. If the reading is still above 0.2 volt,
nection at the starter solenoid B(+) terminal stud. replace the faulty battery negative cable.
Repeat the test. If the reading is still above 0.2 volt,
replace the faulty battery positive cable.
(9) Remove the screw that secures the battery neg-
ative cable eyelet terminal to the dash panel near the
battery.
(10) Unlatch and remove the cover from the gener-
ator output terminal stud housing on the back of the
generator.
(11) Remove the nut that secures the generator
output cable eyelet terminal to the generator output
terminal stud.
(12) Remove the generator output cable eyelet ter-
minal from the generator output terminal stud.
(13) Remove the nut that secures the battery neg-
ative cable ground eyelet terminal to the stud on the
right side of the engine block.
(14) Remove the battery negative cable ground
Fig. 17 Test Ground Circuit Resistance - Typical eyelet terminal from the engine block stud.
1 - VOLTMETER (15) Remove the nut that secures the battery pos-
2 - BATTERY itive cable eyelet terminal to the B(+) terminal stud
3 - ENGINE GROUND
on the starter solenoid.
(16) Remove the battery positive cable eyelet ter-
REMOVAL minal from the B(+) terminal stud on the starter
Both the battery negative cable and the battery solenoid.
positive cable are serviced in the battery wire har- (17) Remove the battery wire harness from the
ness. If either battery cable is damaged or faulty, the engine compartment.
battery wire harness unit must be replaced.
(1) Turn the ignition switch to the Off position. Be INSTALLATION
certain that all electrical accessories are turned off. Both the battery negative cable and the battery
(2) Loosen the battery negative cable terminal positive cable are serviced in the battery wire har-
clamp pinch-bolt hex nut. ness. If either battery cable is damaged or faulty, the
(3) Disconnect the battery negative cable terminal battery wire harness unit must be replaced.
clamp from the battery negative terminal post. If (1) Clean and inspect the battery cable terminal
necessary, use a battery terminal puller to remove clamps and the battery terminal posts (Refer to 8 -
the terminal clamp from the battery post. ELECTRICAL/BATTERY SYSTEM - CLEANING),
(4) Loosen the battery positive cable terminal and (Refer to 8 - ELECTRICAL/BATTERY SYSTEM -
clamp pinch-bolt hex nut. INSPECTION).
(5) Disconnect the battery positive cable terminal (2) Position the battery wire harness into the
clamp from the battery positive terminal post. If nec- engine compartment.
essary, use a battery terminal puller to remove the (3) Install the battery positive cable eyelet terminal
terminal clamp from the battery post. onto the B(+) terminal stud on the starter solenoid.
(6) Unlatch and remove the B(+) terminal stud (4) Install and tighten the nut that secures the
cover from the rear of the Power Distribution Center battery positive cable eyelet terminal to the B(+) ter-
(PDC). minal stud on the starter solenoid. Tighten the nut to
(7) Remove the two nuts that secure the battery 10 Nm (90 in. lbs.).
positive cable and the generator output cable eyelet (5) Install the battery negative cable ground eyelet
terminal to the two B(+) terminal studs on the PDC. terminal onto the stud on the right side of the engine
(8) Remove the battery positive cable and the gen- block.
erator output eyelet terminal from the two B(+) ter-
minal studs on the PDC.
battery negative cable ground eyelet terminal to the
stud on the right side of the engine block. Tighten
the nut to 16.9 Nm (150 in. lbs.).
(7) Install the generator output cable eyelet termi-
nal onto the generator output terminal stud.
generator output cable eyelet terminal to the genera-
tor output terminal stud. Tighten the nut to 8.4 Nm
(75 in. lbs.).
(9) Position the cover for the generator output ter-
minal stud housing onto the back of the generator
and snap it into place.
(10) Install and tighten the screw that secures the
battery negative cable eyelet terminal to the dash
panel near the battery. Tighten the screw to 48.7
Nm (36 ft. lbs.).
(11) Install the battery positive cable and the gen-
erator output cable eyelet terminal onto the PDC
B(+) terminal studs.
(12) Install and tighten the two nuts that secure
the battery positive cable and the generator output
cable eyelet terminal to the PDC B(+) terminal studs. Fig. 18 Battery Tray
Tighten the nuts to 11.3 Nm (100 in. lbs.). 1 - BATTERY TEMPERATURE SENSOR
(13) Engage the tabs on the lower edge of the B(+) 2 - REINFORCEMENT
terminal stud cover in the slots on the rear of the 3 - BATTERY TRAY
4 - POWER DISTRIBUTION CENTER
PDC housing, then engage the latch on the top of the
cover with the latch tabs on the PDC housing. A hole in the bottom of the battery tray is fitted
(14) Reconnect the battery positive cable terminal with a battery temperature sensor (Refer to 8 -
clamp to the battery positive terminal post. Tighten ELECTRICAL/CHARGING/BATTERY TEMPERA-
the terminal clamp pinch-bolt hex nut to 8.4 Nm (75 TURE SENSOR - DESCRIPTION).
in. lbs.).
(15) Reconnect the battery negative cable terminal OPERATION
clamp to the battery negative terminal post. Tighten The battery tray provides a secure mounting loca-
the terminal clamp pinch-bolt hex nut to 8.4 Nm (75 tion and supports the battery. On some vehicles, the
in. lbs.). battery tray also provides the anchor point/s for the
(16) Apply a thin coating of petroleum jelly or battery holddown hardware. The battery tray and
chassis grease to the exposed surfaces of the battery the battery holddown hardware combine to secure
cable terminal clamps and the battery terminal and stabilize the battery in the engine compartment,
posts. which prevents battery movement during vehicle
operation. Unrestrained battery movement during
vehicle operation could result in damage to the vehi-
BAT T ERY T RAY cle, the battery, or both.
DESCRIPTION
The battery is mounted in a stamped steel tray
(Fig. 18) located in the passenger side rear corner of
the engine compartment. The battery tray is secured
by four hex screws with washers to the reinforcement
located between the engine compartment side of the
dash panel and the rear of the front fender wheel-
house inner panel.
BAT T ERY T RAY (Cont inue d)
(1) Remove the battery from the battery tray (1) Clean and inspect the battery tray (Refer to 8 -
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BAT- ELECTRICAL/BATTERY SYSTEM - CLEANING),
TERY - REMOVAL). and (Refer to 8 - ELECTRICAL/BATTERY SYSTEM -
(2) Remove the battery temperature sensor from INSPECTION).
the battery tray (Refer to 8 - ELECTRICAL/CHARG- (2) Position the battery tray onto the reinforce-
ING/BATTERY TEMPERATURE SENSOR - ment in the engine compartment.
REMOVAL). (3) Install and tighten the four screws with wash-
(3) Remove the four screws with washers that ers that secure the battery tray to the reinforcement
secure the battery tray to the reinforcement located located between the dash panel and the rear of the
between the dash panel and the rear of the front front wheelhouse inner panel in the engine compart-
wheelhouse inner panel in the engine compartment ment. Tighten the screws to 22.6 Nm (200 in. lbs.).
(Fig. 19). (4) Install the battery temperature sensor onto the
battery tray (Refer to 8 - ELECTRICAL/CHARGING/
BATTERY TEMPERATURE SENSOR - INSTALLA-
TION).
(5) Install the battery onto the battery tray (Refer
to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY -
INSTALLATION).
Fig. 19 Battery Tray Remove/Install

1 - BATTERY TRAY
2 - SCREW (4)
3 - REINFORCEMENT
4 - BATTERY TEMPERATURE SENSOR MOUNTING HOLE
(4) Remove the battery tray from the reinforce-

ment in the engine compartment.
TJ CHARGING 8F - 21
CH ARGI N G
TABLE OF CONTENTS
page page
CHARGING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
DIAGNOSIS AND TESTING - CHARGING GENERATOR DECOUPLER PULLEY
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 26
SPECIFICATIONS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
GENERATOR RATINGS . . . . . . . . . . . . . . . . . 22 DIAGNOSIS AND TESTING - GENERATOR
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 DECOUPLER . . . . . . . . . . . . . . . . . . . . . . . . . 26
SPECIAL TOOLS ................. . . . . . . 23 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
BATTERY TEMPERATURE SENSOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 29
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23 VOLTAGE REGULATOR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24
GENERATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24
CH ARGI N G nected in series with the second rotor field terminal

and ground.
A battery temperature sensor, located in the bat-
DESCRIPTION
tery tray housing, is used to sense battery tempera-
The charging system consists of:
ture. This temperature data, along with data from
Generator
monitored line voltage, is used by the PCM to vary
Generator Decoupler Pulley (if equipped)
the battery charging rate. This is done by cycling the
Electronic Voltage Regulator (EVR) circuitry
ground path to control the strength of the rotor mag-
within the Powertrain Control Module (PCM)
netic field. The PCM then compensates and regulates
Ignition switch
generator current output accordingly.
Battery (refer to 8, Battery for information)
All vehicles are equipped with On-Board Diagnos-
Battery temperature sensor
tics (OBD). All OBD-sensed systems, including EVR
Generator Lamp (if equipped)
(field control) circuitry, are monitored by the PCM.
Check Gauges Lamp (if equipped)
Each monitored circuit is assigned a Diagnostic Trou-
Voltmeter (refer to 8, Instrument Cluster for
ble Code (DTC). The PCM will store a DTC in elec-
information)
tronic memory for certain failures it detects. Refer to
Wiring harness and connections (refer to 8, Wir-
Diagnostic Trouble Codes in; Powertrain Control
ing for information)
Module; Electronic Control Modules for more DTC
information.
OPERATION The Check Gauges Lamp (if equipped) monitors:
The charging system is turned on and off with the charging system voltage, engine coolant tempera-
ignition switch. The system is on when the engine is ture and engine oil pressure. If an extreme condition
running and the ASD relay is energized. When the is indicated, the lamp will be illuminated. This is
ASD relay is on, voltage is supplied to the ASD relay done as reminder to check the three gauges. The sig-
sense circuit at the PCM. This voltage is connected nal to activate the lamp is sent via the CCD bus cir-
through the PCM and supplied to one of the genera- cuits. The lamp is located on the instrument panel.
tor field terminals (Gen. Source +) at the back of the Refer to 8, Instrument Cluster for additional infor-
generator. mation.
The amount of DC current produced by the gener-
ator is controlled by the EVR (field control) circuitry
contained within the PCM. This circuitry is con-
8F - 22 CHARGING TJ
CH ARGI N G (Cont inue d)
DIAGNOSIS AND TESTING - CHARGING To perform a complete test of the charging system,
refer to the appropriate Powertrain Diagnostic Proce-
SYSTEM
dures service manual and the DRBt scan tool. Per-
The following procedures may be used to diagnose
form the following inspections before attaching the
the charging system if:
scan tool.
the check gauges lamp (if equipped) is illumi-
(1) Inspect the battery condition. Refer to 8, Bat-
nated with the engine running
tery for procedures.
the voltmeter (if equipped) does not register
(2) Inspect condition of battery cable terminals,
properly
battery posts, connections at engine block, starter
an undercharged or overcharged battery condi-
solenoid and relay. They should be clean and tight.
tion occurs.
Repair as required.
Remember that an undercharged battery is often
(3) Inspect all fuses in both the fuseblock and
caused by:
Power Distribution Center (PDC) for tightness in
accessories being left on with the engine not
receptacles. They should be properly installed and
running
tight. Repair or replace as required.
a faulty or improperly adjusted switch that
(4) Inspect generator mounting bolts for tightness.
allows a lamp to stay on. Refer to Ignition-Off Draw
Replace or tighten bolts if required. Refer to the Gen-
Test in 8, Battery for more information.
erator Removal/Installation section of this group for
INSPECTION torque specifications.
(5) Inspect generator drive belt condition and ten-
The Powertrain Control Module (PCM) monitors
sion. Tighten or replace belt as required. Refer to
critical input and output circuits of the charging sys-
Belt Tension Specifications in 7, Cooling System.
tem, making sure they are operational. A Diagnostic
(6) Inspect automatic belt tensioner (if equipped).
Trouble Code (DTC) is assigned to each input and
Refer to 7, Cooling System for information.
output circuit monitored by the On-Board Diagnostic
(7) Inspect generator electrical connections at gen-
(OBD) system. Some charging system circuits are
erator field, battery output, and ground terminal (if
checked continuously, and some are checked only
equipped). Also check generator ground wire connec-
under certain conditions.
tion at engine (if equipped). They should all be clean
Refer to Diagnostic Trouble Codes in; Powertrain
and tight. Repair as required.
Control Module; Electronic Control Modules for more
DTC information. This will include a complete list of
DTCs including DTCs for the charging system.
SPECI FI CAT I ON S
GENERATOR RATINGS
TYPE PART NUMBER RATED SAE AMPS ENGINES MINIMUM TEST AMPS
DENSO 56044530AB 124 2.4L 88
DENSO 56044532AB 136 2.4 96
DENSO 56041685AA 117 4.0L 88
DENSO 56041565AA 81 4.0L 57
DENSO 56041822AA 124 4.0L 90
TJ CHARGING 8F - 23
CH ARGI N G (Cont inue d)
TORQUE
DESCRIPTION N-m Ft. Lbs. In. Lbs.

Generator Mounting Bolts
57 42 -
(2.4L)
Generator Mounting Bolt 55 41 -
(4.0L)
Generator Pivot Bolt/Nut 55 41 -
(4.0L)
Generator B+ Cable Nut 13 - 115
SPECIAL TOOLS OPERATION

The BTS is used to determine the battery temper-
ature and control battery charging rate. This temper-
ature data, along with data from monitored line
voltage, is used by the PCM to vary the battery
charging rate. System voltage will be higher at colder
temperatures and is gradually reduced at warmer
temperatures.
The PCM sends 5 volts to the sensor and is
grounded through the sensor return line. As temper-
ature increases, resistance in the sensor decreases
and the detection voltage at the PCM increases.
The BTS is also used for OBD II diagnostics. Cer-
tain faults and OBD II monitors are either enabled
GENERATOR DECOUPLER TOOL #8433 or disabled, depending upon BTS input (for example,
disable purge and enable Leak Detection Pump
(LDP) and O2 sensor heater tests). Most OBD II
monitors are disabled below 20 degrees F.
REMOVAL
GENERATOR DECOUPLER TOOL #8823

Fig. 1 Battery Temperature Sensor Remove/Install
BAT T ERY T EM PERAT U RE 1 - BATTERY TEMPERATURE SENSOR
SEN SOR 2 - BATTERY TRAY
DESCRIPTION The battery temperature sensor is located under

The Battery Temperature Sensor (BTS) is attached the vehicle battery (Fig. 1) and is attached to a
to the battery tray located under the battery. mounting hole on battery tray.
8F - 24 CHARGING TJ
BAT T ERY T EM PERAT U RE SEN SOR (Cont inue d)
(1) Remove battery. Refer to 8, Battery for proce- DO SO CAN RESULT IN INJURY OR DAMAGE TO
dures. ELECTRICAL SYSTEM.
(2) Disconnect sensor pigtail harness from engine (1) Disconnect negative battery cable at battery.
wire harness. (2) Remove generator drive belt. Refer to 7, Cool-
(3) Pry sensor straight up from battery tray ing System for procedure.
mounting hole. (3) Remove generator pivot and mounting bolts/nut
(Fig. 2) , or (Fig. 3). Position generator for access to
INSTALLATION wire connectors.
The battery temperature sensor is located under (4) If equipped, unsnap plastic cover from B+ ter-
the vehicle battery and is attached to a mounting minal.
hole on battery tray. (5) Remove B+ cable output terminal mounting
(1) Feed pigtail harness through hole in top of bat- nut at rear of generator (Fig. 4), (Fig. 5), or (Fig. 6).
tery tray and press sensor into top of battery tray. Disconnect terminal from generator.
(2) Connect pigtail harness. (6) Disconnect field wire connector at rear of gen-
(3) Install battery. Refer to 8, Battery for proce- erator by pushing on connector tab.
dures. (7) Remove generator from vehicle.
GEN ERAT OR
DESCRIPTION
The generator is belt-driven by the engine using a
serpentine type drive belt. It is serviced only as a
complete assembly. If the generator fails for any rea-
son, the entire assembly must be replaced.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The Y type stator winding connections deliver the
induced AC current to 3 positive and 3 negative
diodes for rectification. From the diodes, rectified DC
current is delivered to the vehicle electrical system Fig. 2 GENERATOR REMOVE/INSTALL - 4.0L
through the generator battery terminal. 1 - GENERATOR
Although the generators appear the same exter- 2 - UPPER BOLT
3 - LOWER BOLT
nally, different generators with different output rat-
ings are used on this vehicle. Be certain that the
replacement generator has the same output rating
INSTALLATION
and part number as the original unit. Refer to Gen- (1) Position generator to engine and snap field
erator Ratings in the Specifications section at the wire connector into rear of generator.
back of this group for amperage ratings and part (2) Install B+ terminal to generator mounting
numbers. stud. Tighten mounting nut. Refer to Torque Specifi-
Noise emitting from the generator may be caused cations.
by: worn, loose or defective bearings; a loose or defec- (3) If equipped, snap plastic cover to B+ terminal.
tive drive pulley; incorrect, worn, damaged or misad- (4) Install generator mounting fasteners and
justed fan drive belt; loose mounting bolts; a tighten. Refer to Torque Specifications.
misaligned drive pulley or a defective stator or diode.
CAUTION: Never force a belt over a pulley rim
using a screwdriver. The synthetic fiber of the belt
REMOVAL can be damaged.
WARNING: DISCONNECT NEGATIVE CABLE FROM
BATTERY BEFORE REMOVING BATTERY OUTPUT
WIRE (B+ WIRE) FROM GENERATOR. FAILURE TO
TJ CHARGING 8F - 25
GEN ERAT OR (Cont inue d)
Fig. 3 GENERATOR MOUNTING- 2.4L Fig. 5 GENERATOR CONNECTORS - 4.0L

1 - UPPER MOUNTING BOLT 1 - FIELD WIRE CONNECTOR
2 - GENERTOR 2 - B+ CABLE
3 - LOWER MOUNTING BOLT 3 - GENERATOR
4 - B+ CABLE MOUNTING NUT
5 - CABLE PROTECTOR
Fig. 4 GENERATOR CONNECTORS (TYPICAL

DENSO)
Fig. 6 GENERATOR ELECTRICAL CONNECTORS -
1 - FIELD WIRES
2 - B+ (OUTPUT TERMINAL) 2.4L - TYPICAL
3 - FIELD WIRE CONNECTOR 1 - PROTECTIVE CAP
2 - B+ NUT
CAUTION: When installing a serpentine accessory 3 - B+ TERMINAL
4 - FIELD ELECTRICAL CONNECTOR
drive belt, the belt MUST be routed correctly. The
water pump will be rotating in the wrong direction if (5) Install generator drive belt. Refer to 7, Cooling
the belt is installed incorrectly, causing the engine System for procedure.
to overheat. Refer to belt routing label in engine (6) Install negative battery cable to battery.
compartment, or refer to Belt Schematics in 7, Cool-
ing System.
8F - 26 CHARGING TJ
GEN ERAT OR DECOU PLER

PU LLEY
DESCRIPTION
The generator decoupler is used only with
certain engines. The decoupler is used in place of
the standard generator drive pulley (Fig. 7).
OPERATION
certain engines. The decoupler (Fig. 7) is a one-way
clutch designed to help reduce belt tension fluctua-
tion, vibration, reduce fatigue loads, improve belt life,
reduce hubloads on components, and reduce noise.
Dry operation is used (no grease or lubricants). The
decoupler is not temperature sensitive and also has a
low sensitivity to electrical load. The decoupler is a
Fig. 7 GENERATOR DECOUPLER PULLEY
non-serviceable item and is to be replaced as an
assembly.
DIAGNOSIS AND TESTING - GENERATOR DECOUPLER

Does not drive generator Internal failure Replace decoupler
(generator not charging)
Noise coming from Internal failure Replace decoupler

decoupler
REMOVAL
certain engines.
Two different type generator decoupler pulleys are
used. One can be identified by the use of machined
splines (Fig. 8). The other can be identified by a hex
opening (Fig. 9) and will not use splines.
Different special tools are required to service each
different decoupler. Refer to following procedure.
INA Decoupler
(1) Disconnect negative battery cable.
(2) Remove generator and accessory drive belt.
Refer to Generator Removal.
(3) Position Special Tool #8823 (VM.1048) into
decoupler (Fig. 10).
(4) Determine if end of generator shaft is hex
shaped (Fig. 11) or is splined (Fig. 12). If hex is used,
insert a 10MM deep socket into tool #8823 (VM.1048)
(Fig. 13). If splined, insert a 5/16 6-point hex driver, Fig. 8 GENERATOR DECOUPLER PULLEY (INA)
or a 10MM 12-point triple square driver into tool 1 - GENERATOR
#8823 (VM.1048) (Fig. 14). 2 - DECOUPLER (INA)
3 - MACHINED SPLINES
TJ CHARGING 8F - 27
GEN ERAT OR DECOU PLER PU LLEY (Cont inue d)
Fig. 9 GENERATOR DECOUPLER PULLEY (LITENS) Fig. 11 END OF GENERATOR SHAFT (HEX)
1 - DECOUPLER (LITENS) 1 - GENERATOR SHAFT
2 - HEX OPENING 2 - HEX
(5) The generator shaft uses conventional right-

hand threads to attach decoupler. To break decoupler
loose from generator threads, rotate end of tool clock-
wise (Fig. 13) or, (Fig. 14).
(6) After breaking loose with tool, unthread decou-
pler by hand from generator.
Fig. 12 END OF GENERATOR SHAFT (SPLINED)

1 - GENERATOR SHAFT
2 - SPLINES
Fig. 10 #8823 TOOL AND INA DECOUPLER

1 - INA DECOUPLER
2 - TOOL #8823 (VM.1048)
8F - 28 CHARGING TJ
(3) Position Special Tool #8433 (Fig. 15) into
decoupler. Align to hex end of generator shaft.
(4) The generator shaft uses conventional right-
hand threads to attach decoupler. To break decoupler
loose from generator threads, rotate end of tool clock-
wise (Fig. 16).
(5) After breaking loose with tool, unthread decou-
pler by hand from generator.
Fig. 13 DECOUPLER REMOVAL (INA-HEX)

1 - DEEP 10 MM SOCKET
2 - TOOL #8823 (VM.1048)
Fig. 15 # 8433 TOOL AND LITENS DECOUPLER
Fig. 14 DECOUPLER REMOVAL (INA-SPLINED)

1 - DRIVER
2 - TOOL #8823 (VM.1048)
3 - 17 MM WRENCH Fig. 16 DECOUPLER REMOVAL (LITENS)
Litens Decoupler
(2) Remove generator and accessory drive belt.
Refer to Generator Removal.
TJ CHARGING 8F - 29
INSTALLATION
INA Decoupler
(1) Thread decoupler pulley onto generator shaft
by hand (right-hand threads).
(2) Position Special Tool #8823 (VM.1048) into
decoupler (Fig. 10).
(3) Determine if end of generator shaft is hex
shaped (Fig. 11) or is splined (Fig. 12). If hex is used,
insert a 10MM deep socket into tool #8823 (VM.1048)
(Fig. 17). If splined, insert a 5/16 6-point hex driver,
or a 10MM 12-point triple square driver into tool
#8823 (VM.1048) (Fig. 18).
(4) Do not use an adjustable, ratcheting click
type torque wrench. Most click type
wrenches will only allow torque to be applied
in a clockwise rotation. Use a dial-type or
beam-type wrench. Tighten in counter-clockwise
rotation (Fig. 17) or, (Fig. 18). Refer to torque speci-
fications.
(5) Install accessory drive belt, and generator.
Refer to Generator Installation.
(6) Connect negative battery cable.
Fig. 18 DECOUPLER INSTALLATION (INA SPLINED)

1 - DRIVER
2 - TOOL # 8823 (VM.1048)
beam-type wrench. Tighten in counter-clockwise

rotation (Fig. 19). Refer to torque specifications.
(4) Install accessory drive belt, and generator.
Refer to Generator Installation.
Fig. 17 DECOUPLER INSTALLATION (INA-HEX)

1 - 10MM DEEP SOCKET
2 - TOOL # 8823 (VM.1048)
Litens Decoupler
(1) Thread decoupler pulley onto generator shaft
by hand (right-hand threads).
(2) Position Special Tool 8433 (Fig. 15) into decou-
pler. Align tool to hex end of generator shaft.
(3) Do not use an adjustable, ratcheting click
type torque wrench. Most click type
wrenches will only allow torque to be applied Fig. 19 DECOUPLER INSTALLATION (Litens)
in a clockwise rotation. Use a dial-type or
8F - 30 CHARGING TJ
V OLTAGE REGU LAT OR

DESCRIPTION
The Electronic Voltage Regulator (EVR) is not a
separate component. It is actually a voltage regulat-
ing circuit located within the Powertrain Control
Module (PCM). The EVR is not serviced separately. If
replacement is necessary, the PCM must be replaced.
OPERATION
The amount of DC current produced by the gener-
ator is controlled by EVR circuitry contained within
the PCM. This circuitry is connected in series with
the generators second rotor field terminal and its
ground.
Voltage is regulated by cycling the ground path to
control the strength of the rotor magnetic field. The
EVR circuitry monitors system line voltage (B+) and
battery temperature (refer to Battery Temperature
Sensor for more information). It then determines a
target charging voltage. If sensed battery voltage is
0.5 volts or lower than the target voltage, the PCM
grounds the field winding until sensed battery volt-
age is 0.5 volts above target voltage. A circuit in the
PCM cycles the ground side of the generator field up
to 100 times per second (100Hz), but has the capabil-
ity to ground the field control wire 100% of the time
(full field) to achieve the target voltage. If the charg-
ing rate cannot be monitored (limp-in), a duty cycle
of 25% is used by the PCM in order to have some
generator output. Also refer to Charging System
Operation for additional information.
TJ STARTING 8F - 31
START I N G
TABLE OF CONTENTS
page page
STARTING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 STARTER MOTOR RELAY
DIAGNOSIS AND TESTING - STARTING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 40
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
INSPECTION - STARTING SYSTEM . . . . . . . . . 36 DIAGNOSIS AND TESTING - STARTER RELAY . 40
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 41
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
STARTER MOTOR
DIAGNOSIS AND TESTING - STARTER
MOTOR/SOLENOID . . . . . . . . . . . . . . . . . . . . 37
START I N G Certain starting system components are monitored

by the PCM and may produce a Diagnostic Trouble
Code (DTC).
DESCRIPTION
The starting system consists of:
Starter relay
OPERATION
Starter motor (including an integral starter sole- The starting system components form two separate
noid) circuits. A high-amperage feed circuit that feeds the
Other components to be considered as part of start- starter motor between 150 and 350 amperes (700
ing system are: amperes - diesel engine), and a low-amperage control
Battery circuit that operates on less than 20 amperes. The
Battery cables high-amperage feed circuit components include the
Ignition switch and key lock cylinder battery, the battery cables, the contact disc portion of
Clutch pedal position switch (manual transmis- the starter solenoid, and the starter motor. The low-
sion) amperage control circuit components include the igni-
Park/neutral position switch (automatic trans- tion switch, the clutch pedal position switch (manual
mission) transmission), the park/neutral position switch (auto-
Wire harnesses and connections. matic transmission), the starter relay, the electro-
The Battery, Starting, and Charging systems oper- magnetic windings of the starter solenoid, and the
ate in conjunction with one another, and must be connecting wire harness components.
tested as a complete system. For correct operation of If the vehicle is equipped with a manual transmis-
starting/charging systems, all components used in sion, it has a clutch pedal position switch installed in
these 3 systems must perform within specifications. series between the ignition switch and the coil bat-
When attempting to diagnose any of these systems, it tery terminal of the starter relay. This normally open
is important that you keep their interdependency in switch prevents the starter relay from being ener-
mind. gized when the ignition switch is turned to the
The diagnostic procedures used in each of these momentary Start position, unless the clutch pedal is
groups include the most basic conventional diagnostic depressed. This feature prevents starter motor oper-
methods, to the more sophisticated On-Board Diag- ation while the clutch disc and the flywheel are
nostics (OBD) built into the Powertrain Control Mod- engaged. The starter relay coil ground terminal is
ule (PCM). Use of an induction-type milliampere always grounded on vehicles with a manual trans-
ammeter, volt/ohmmeter, battery charger, carbon pile mission.
rheostat (load tester), and 12-volt test lamp may be If the vehicle is equipped with an automatic trans-
required. mission, battery voltage is supplied through the low-
amperage control circuit to the coil battery terminal
of the starter relay when the ignition switch is
turned to the momentary Start position. The park/
8F - 32 STARTING TJ
START I N G (Cont inue d)
neutral position switch is installed in series between plunger to its relaxed position. This causes the con-
the starter relay coil ground terminal and ground. tact disc to open the starter feed circuit, and the shift
This normally open switch prevents the starter relay lever to disengage the overrunning clutch and pinion
from being energized and the starter motor from gear from the starter ring gear.
operating unless the automatic transmission gear
selector is in the Neutral or Park positions. DIAGNOSIS AND TESTING - STARTING
When the starter relay coil is energized, the nor- SYSTEM
mally open relay contacts close. The relay contacts The battery, starting system and charging system
connect the relay common feed terminal to the relay in the vehicle operate with one another, and must be
normally open terminal. The closed relay contacts tested as a complete system. In order for the engine
energize the starter solenoid coil windings. to start and the battery to charge properly, all of the
The energized solenoid pull-in coil pulls in the sole- components that are used in these systems must per-
noid plunger. The solenoid plunger pulls the shift form within specifications. The service information
lever in the starter motor. This engages the starter for these systems has been separated within this ser-
overrunning clutch and pinion gear with the starter vice manual to make it easier to locate the specific
ring gear on the manual transmission flywheel or on information you are seeking. However, when
the automatic transmission torque converter or attempting to diagnose any of these systems, it is
torque converter drive plate. important that you keep their interdependency in
As the solenoid plunger reaches the end of its mind.
travel, the solenoid contact disc completes the high- The diagnostic procedures used for the battery,
amperage starter feed circuit and energizes the sole- starting system and charging system include the
noid plunger hold-in coil. Current now flows between most basic conventional diagnostic methods, to the
the solenoid battery terminal and the starter motor, more sophisticated On-Board Diagnostics (OBD) built
energizing the starter. into the Powertrain Control Module (PCM). Use of an
Once the engine starts, the overrunning clutch pro- induction-type milliampere ammeter, a volt/ohmme-
tects the starter motor from damage by allowing the ter, a battery charger, a carbon pile rheostat (load
starter pinion gear to spin faster than the pinion tester) and a 12-volt test lamp may be required. All
shaft. When the driver releases the ignition switch to OBD-sensed systems are monitored by the PCM.
the On position, the starter relay coil is de-energized. Each monitored circuit is assigned a Diagnostic Trou-
This causes the relay contacts to open. When the ble Code (DTC). The PCM will store a DTC in elec-
relay contacts open, the starter solenoid plunger tronic memory for any failure it detects. Refer to
hold-in coil is de-energized. Charging System, On-Board Diagnostic Test for
When the solenoid plunger hold-in coil is de-ener- on-board diagnostic test procedures.
gized, the solenoid plunger return spring returns the
Starting System Diagnosis

Condition Possible Cause Correction
Starter fails to operate. 1. Battery discharged or 1. Refer to 8, Battery. Replace faulty battery as required.
faulty.
2. Starting circuit wiring 2. Refer to Wiring. Test and repair faulty starter feed
faulty. and/or control circuits, as required.
3. Starter relay faulty. 3. Refer to Starter Relay. Replace faulty starter relay as
required.
4. Ignition switch faulty. 4. Refer to Ignition Switch and Key Lock Cylinder.
Replace faulty ignition switch as required.
5. Clutch pedal position 5. Refer to Clutch Pedal Position Switch. Replace faulty
switch faulty. clutch hydraulic linkage unit as required.
6. Park/Neutral position 6. Refer to Park/Neutral Position Switch. Replace faulty
switch faulty or park/neutral position switch as required.
misadjusted.
7. Starter solenoid faulty. 7. Refer to Starter Motors. Replace faulty starter motor as
required.
TJ STARTING 8F - 33
Starting System Diagnosis

8. Starter motor faulty. 8. Refer to Starter Motor. Replace faulty starter motor as
required.
Starter engages, fails to 1. Battery discharged or 1. Refer to Battery. Replace faulty battery as required.
turn engine. faulty.
2. Starting circuit wiring 2. Refer to Wiring. Test and repair faulty starter feed
faulty. and/or control circuits as required.
required.
4. Engine seized. 4. Refer to 9, Engine Diagnosis. Repair or replace faulty
engine as required.
Starter engages, spins 1. Starter ring gear faulty. 1. Refer to Starter Motor. Remove starter motor to inspect
out before engine starts. starter ring gear. Replace faulty starter ring gear as
required.
required.
Starter does not 1. Starter motor 1. Refer to Starter Motor. Tighten starter motor mounting
disengage. improperly installed. hardware to correct tightness specifications as required.
2. Starter relay faulty. 2. Refer to Starter Relay. Replace faulty starter relay as
required.
3. Ignition switch faulty. 3. Refer to Ignition Switch and Key Lock Cylinder.
Replace faulty ignition switch as required.
required.
TESTING To prevent the engine from starting, remove the

Before testing the starting system perform a visual Automatic ShutDown (ASD) relay. The ASD relay is
inspection of the starting system components and located in the Power Distribution Center (PDC), in
connections. the engine compartment. See the fuse and relay lay-
out label affixed to the underside of the PDC cover
COLD CRANKING TEST for ASD relay identification and location.
Refer to Starting System in the index of this ser- (1) Connect a suitable volt-ampere tester to the
vice manual for the location of complete starting sys- battery terminals (Fig. 1). See the instructions pro-
tem wiring diagrams. Before performing this test, be vided by the manufacturer of the volt-ampere tester
certain that the following procedures are accom- being used.
plished: (2) Rotate and hold the ignition switch in the Start
The battery is fully-charged and load tested. position. Note the cranking voltage and current
Refer to Battery Charging for battery charging pro- (amperage) draw readings shown on the volt-ampere
cedures. Refer to Battery for battery diagnosis and tester.
testing procedures, including battery load test proce- (a) If the voltage reads below 9.6 volts, refer to
dures. Starter Motor for starter motor diagnosis and
Fully engage the parking brake. testing procedures. If the starter motor tests OK,
If the vehicle is equipped with an automatic refer to Engine Diagnosis engine diagnosis and
transmission, place the gearshift selector lever in the testing procedures. If the starter motor is not OK,
Park position. If the vehicle is equipped with a man- replace faulty starter motor.
ual transmission, place the gearshift selector lever in (b) If the voltage reads above 9.6 volts and the
the Neutral position and block the clutch pedal in the current (amperage) draw reads below specifica-
fully depressed position. tions, refer to the Feed Circuit Testin this sec-
Verify that all lamps and accessories are turned tion.
off.
8F - 34 STARTING TJ
testing procedures, including battery load test proce-
dures.
Fully engage the parking brake.
If the vehicle is equipped with an automatic
transmission, place the gearshift selector lever in the
Park position. If the vehicle is equipped with a man-
ual transmission, place the gearshift selector lever in
the Neutral position and block the clutch pedal in the
fully depressed position.
Verify that all lamps and accessories are turned
off.
To prevent the engine from starting, remove the
Automatic ShutDown (ASD) relay. The ASD relay is
Fig. 1 Volts-Amps Tester Connections - Typical out label affixed to the underside of the PDC cover
1 - POSITIVE CLAMP for ASD relay identification and location.
2 - NEGATIVE CLAMP
3 - INDUCTION AMMETER CLAMP
the battery negative terminal post. Connect the neg-
(c) If the voltage reads 12.5 volts or greater and ative lead of the voltmeter to the battery negative
the starter motor does not turn, refer to the Con- cable terminal clamp (Fig. 2). Rotate and hold the
trol Circuit Test in this section. ignition switch in the Start position. Observe the
(d) If the voltage reads 12.5 volts or greater and voltmeter. If voltage is detected, correct the poor con-
the starter motor turns very slowly, refer to the tact between the battery negative cable terminal
Feed Circuit Test in this section. clamp and the battery negative terminal post.
NOTE: A cold engine will increase the starter cur-

rent (amperage) draw reading, and reduce the bat-
tery voltage reading.
FEED CIRCUIT TEST

The starter feed circuit test (voltage drop method)
will determine if there is excessive resistance in the
high-amperage starter feed circuit.
When performing the voltage drop test, it is impor-
tant to remember that the voltage drop is giving an
indication of the resistance between the two points at
which the voltmeter probes are attached.
EXAMPLE:When testing the resistance of the bat-
tery positive cable, touch the voltmeter leads to the
battery positive cable terminal clamp and to the bat- Fig. 2 Test Battery Negative Connection Resistance
tery positive cable eyelet terminal at the starter sole- - Typical
noid B(+) terminal stud. If you probe the battery 1 - VOLTMETER
positive terminal post and the battery positive cable 2 - BATTERY
eyelet terminal at the starter solenoid B(+) terminal
stud, you are reading the combined voltage drop in (2) Connect the positive lead of the voltmeter to
the battery positive cable terminal clamp-to-terminal the battery positive terminal post. Connect the nega-
post connection and the battery positive cable. tive lead of the voltmeter to the battery positive cable
The following operation will require a voltmeter terminal clamp (Fig. 3). Rotate and hold the ignition
accurate to 1/10 (0.10) volt. Before performing this switch in the Start position. Observe the voltmeter. If
test, be certain that the following procedures are voltage is detected, correct the poor connection
accomplished: between the battery positive cable terminal clamp
The battery is fully-charged and load tested. and the battery positive terminal post.
Refer to Battery Charging for battery charging pro-
cedures. Refer to Battery for battery diagnosis and
TJ STARTING 8F - 35
eyelet terminal connection to the engine block.
Repeat the test. If the reading is still above 0.2 volt,
replace the faulty battery negative cable.
Fig. 3 Test Battery Positive Connection Resistance -

Typical
1 - VOLTMETER
2 - BATTERY Fig. 5 Test Ground Circuit Resistance - Typical
1 - VOLTMETER
(3) Connect the voltmeter to measure between the 2 - BATTERY
battery positive cable terminal clamp and the starter 3 - ENGINE GROUND
solenoid B(+) terminal stud (Fig. 4). Rotate and hold
the ignition switch in the Start position. Observe the (5) Connect the positive lead of the voltmeter to
voltmeter. If the reading is above 0.2 volt, clean and the starter housing. Connect the negative lead of the
tighten the battery positive cable eyelet terminal con- voltmeter to the battery negative terminal post (Fig.
nection at the starter solenoid B(+) terminal stud. 6). Rotate and hold the ignition switch in the Start
Repeat the test. If the reading is still above 0.2 volt, position. Observe the voltmeter. If the reading is
replace the faulty battery positive cable. above 0.2 volt, correct the poor starter to engine
block ground contact.
Fig. 4 Test Battery Positive Cable Resistance -

Typical Fig. 6 Test Starter Ground - Typical
1 - BATTERY 1 - STARTER MOTOR
2 - VOLTMETER 2 - BATTERY
3 - STARTER MOTOR 3 - VOLTMETER
(4) Connect the voltmeter to measure between the If the resistance tests detect no feed circuit prob-
battery negative cable terminal clamp and a good lems, refer to Starter Motor.
clean ground on the engine block (Fig. 5). Rotate and
hold the ignition switch in the Start position.
Observe the voltmeter. If the reading is above 0.2
volt, clean and tighten the battery negative cable
8F - 36 STARTING TJ
CONTROL CIRCUIT TEST Ignition Switch
The starter control circuit components should be Visually inspect ignition switch for indications of
tested in the order in which they are listed, as fol- physical damage and loose or corroded wire harness
lows: connections. Clean corroded connections as required.
Refer to Wiring Diagrams. Refer to Ignition
Starter Relay Switch and Key Lock Cylinder for ignition switch
Refer to Starter Relay. service procedures.
Starter Solenoid Clutch Pedal Position Switch

Refer to Starter Motor. If vehicle is equipped with a manual transmis-
sion, visually inspect clutch pedal position switch for
Ignition Switch indications of physical damage and loose or corroded
Refer to Ignition Switch and Key Lock Cyl- wire harness connections. Clean corroded connections
inder for ignition switch diagnosis and testing proce- as required. Refer to Clutch Hydraulic Linkage for
dures. clutch pedal position switch service procedures.
Clutch Pedal Position Switch Park/Neutral Position Switch

If the vehicle is equipped with a manual trans- If vehicle is equipped with an automatic trans-
mission, refer to Clutch Pedal Position Switch for mission, visually inspect park/neutral position switch
clutch pedal position switch diagnosis and testing for indications of physical damage and loose or cor-
procedures. roded wire harness connections. Clean corroded con-
nections as required. Refer to Park/Neutral
Park/Neutral Position Switch Position Switch for park/neutral position switch
If the vehicle is equipped with an automatic service procedures.
transmission, refer to Park/Neutral Position
Switch for park/neutral position switch diagnosis Starter Relay
and testing procedures. Visually inspect starter relay for indications of
physical damage and loose or corroded wire harness
INSPECTION - STARTING SYSTEM connections. Clean corroded connections as required.
The following starting system components should Refer to Starter Relay for starter relay service pro-
be carefully inspected whenever any starting system cedures.
problem is encountered.
Starter Motor
WARNING: ON VEHICLES EQUIPPED WITH AIR- Visually inspect starter motor for indications of
BAGS, DISABLE AIRBAG SYSTEM BEFORE physical damage and loose or corroded wire harness
ATTEMPTING ANY STEERING WHEEL, STEERING connections. Clean corroded connections as required.
COLUMN, OR INSTRUMENT PANEL COMPONENT If problem being diagnosed involves improper starter
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- engagement, disengagement or noise complaints,
LATE BATTERY NEGATIVE (GROUND) CABLE, starter motor should be removed. With starter motor
THEN WAIT TWO MINUTES FOR AIRBAG SYSTEM removed, inspect starter pinion and ring gears for
CAPACITOR TO DISCHARGE BEFORE PERFORM- damaged or missing teeth. Replace faulty compo-
ING FURTHER DIAGNOSIS OR SERVICE. THIS IS nents as required. Refer to Starter Motor for
THE ONLY SURE WAY TO DISABLE AIRBAG SYS- removal/installation procedures.
TEM. FAILURE TO TAKE PROPER PRECAUTIONS
COULD RESULT IN ACCIDENTAL AIRBAG DEPLOY- Starter Solenoid
MENT AND POSSIBLE PERSONAL INJURY. Visually inspect starter solenoid for indications
of physical damage and loose or corroded wire har-
ness connections. Clean corroded connections as
Battery required. Refer to Starter Motor for starter solenoid
Visually inspect battery for indications of physi- service procedures.
cal damage and loose or corroded cable connections.
Determine state-of-charge and cranking capacity of Wiring
battery. Charge or replace battery, if required. Refer Visually inspect starting system wire harnesses
to Battery for battery cleaning and inspection proce- for indications of physical damage. Repair or replace
dures. any faulty wiring, as required. Refer to Wiring Dia-
grams for repair or connector and terminal service
procedures.
TJ STARTING 8F - 37
SPECI FI CAT I ON S
STARTER
Starter Motor and Solenoid

Manufacturer Mitsubishi
Engine Application 2.4L, 4.0L
2.4L - 1.4 Kilowatt (1.9 Horsepower)
Power Rating
4.0L - 1.4 Kilowatt (1.9 Horsepower)
Voltage 12 Volts
** Number of Permanent Magnets 6
Number of Brushes 4
Drive Type Planetary Gear Reduction
Free Running Test Voltage 11.2 Volts
Free Running Test Maximum Amperage Draw 90 Amperes
2.4L - 24400 rpm
Free Running Test Minimum Speed
4.0L - 2500 rpm
Solenoid Closing Maximum Voltage Required 7.8 Volts
2.4L - 160 Amperes
*Cranking Amperage Draw Test
4.0L - 160 Amperes
* Test at operating temperature. Cold engine, tight (new) engine, or heavy oil will increase starter amperage draw.
** The starter is equipped with permanent magnets. Never strike the starter case to attempt to loosen a sticking/
stuck armature as permanent magnets may crack or break.
TORQUE

Starter Solenoid B+ 11.3 - 100
Terminal Nut
Starter Mounting Bolts 54 40 -
(2.4L)
Starter Heat Shield 6 - 55
Mounting Bolts
Starter Mounting Bolt 41 30 -
(forward facing 4.0L)
Starter Mounting Bolt 48 35 -
(rearward facing 4.0L)
START ER M OT OR CAUTION: Permanent magnets are used in the

starter. Permanent magnet starters are highly sensi-
tive to hammering, shocks, external pressure and
DIAGNOSIS AND TESTING - STARTER
reverse polarity. This starter motor must never be
MOTOR/SOLENOID clamped in a vise by starter field frame. The starter
Correct starter motor operation can be confirmed should only be clamped by mounting flange. Do not
by performing the following free running bench test. reverse battery cable connections to starter motor
This test can only be performed with starter motor when testing. The permanent magnets may be dam-
removed from vehicle. Refer to starter motor specifi- aged and starter rendered unserviceable if it is sub-
cations. jected to any of these conditions.
8F - 38 STARTING TJ
START ER M OT OR (Cont inue d)
STARTER MOTOR TESTING
(1) Remove starter motor from vehicle. Refer to
Starter Motor Removal / Installation.
(2) Mount starter motor securely in a soft-jawed
bench vise. The vise jaws should be clamped on
mounting flange of starter motor. Never clamp on
starter motor by field frame.
(3) Connect a suitable volt-ampere tester and12-
volt battery to starter motor in series, and set amme-
ter to 100 ampere scale. See instructions provided by Fig. 8 CONTINUITY TEST BETWEEN SOLENOID
manufacturer of volt-ampere tester being used. TERMINAL AND SOLENOID CASE - TYPICAL
(4) Install a jumper wire from solenoid terminal to
1 - SOLENOID
solenoid B(+) terminal stud. The starter motor should 2 - SOLENOID TERMINAL
operate. If starter motor fails to operate, replace 3 - OHMMETER
faulty starter motor.
(5) Adjust carbon pile load of tester to obtain free REMOVAL
running test voltage. Refer to starter motor free run-
ning test voltage specifications. 2. 4L
(6) Note reading on ammeter and compare reading (1) Disconnect and isolate negative battery cable.
to free running test maximum amperage draw. Refer (2) Raise and support vehicle.
to starter motor free running test maximum amper- (3) While supporting starter motor, remove two
age draw specifications. bolts securing starter motor to transmission (Fig. 9).
(7) If ammeter reading exceeds maximum amper- (4) Lower starter motor far enough to access and
age draw specification, replace faulty starter motor. remove nut securing battery cable to starter solenoid
B(+) terminal stud (Fig. 10). Always support starter
STARTER SOLENOID TESTING motor during this process. Do not let starter motor
This test can only be performed with starter motor hang from wire harness.
removed from vehicle. (5) Remove battery cable at starter.
(1) Remove starter motor from vehicle. Refer to (6) Disconnect solenoid terminal wire harness con-
Starter Motor for removal/installation. nector from starter solenoid.
(2) Disconnect wire from solenoid field coil termi- (7) Remove starter motor.
nal.
(3) Check for continuity between solenoid terminal
and solenoid field coil terminal with a continuity
tester (Fig. 7). There should be continuity. If OK, go
to Step 4. If not OK, replace faulty starter motor.
Fig. 7 CONTINUITY TEST BETWEEN SOLENOID

TERMINAL AND FIELD COIL TERMINAL
1 - SOLENOID
2 - SOLENOID TERMINAL
3 - OHMMETER
4 - FIELD COIL TERMINAL
(4) Check for continuity between solenoid terminal

and solenoid case (Fig. 8). There should be continuity. Fig. 9 STARTER - 2.4L
If not OK, replace faulty starter motor. 1 - STARTER
2 - MOUNTING BOLTS (2)
TJ STARTING 8F - 39
Fig. 11 STARTER - 4.0L - MAN. TRANS.

1 - BOLT
2 - STARTER MOTOR
3 - BOLT
Fig. 10 STARTER ELECTRICAL CONNECTORS (2.4L
SHOWN)
1 - BATERY CABLE NUT
2 - BATTERY CABLE
3 - SOLENOID CONNECTOR
4 - HEAT SHIELD (IF USED)
4. 0L
(1) Disconnect and isolate negative battery cable.
(3) 4.0L With Manual Transmission: Remove
lower bolt (forward facing) securing starter motor to
transmission housing (Fig. 11).
(4) 4.0L With Manual Transmission: While sup-
porting starter motor, remove upper bolt (rearward
facing) securing starter motor to transmission hous-
ing.
(5) 4.0L With 42 RLE Automatic Transmission:
Remove 2 starter mounting bolts (Fig. 12).
(6) Lower starter motor from front of transmission
housing far enough to access and remove nut secur-
ing battery to starter solenoid. Always support
starter motor during this process. Do not let starter
motor hang from wire harness.
(7) Remove battery cable at starter solenoid. Fig. 12 STARTER - 4.0L - 42RLE AUTO. TRANS.
(8) Disconnect solenoid terminal wire harness con- 1 - BOLT
nector from starter solenoid. 2 - STARTER MOTOR
(9) Remove starter motor from transmission hous-
ing.
8F - 40 STARTING TJ
INSTALLATION is turned to the Start position. The starter relay is

2. 4L the engine compartment. See the fuse and relay lay-
(1) Connect solenoid terminal wire harness connec- out label affixed to the inside surface of the PDC
tor to starter solenoid. Always support starter motor cover for starter relay identification and location.
during this process. Do not let starter motor hang The starter relay is a International Standards
from wire harness. Organization (ISO) micro-relay. Relays conforming to
(2) Install battery cable eyelet onto starter sole- the ISO specifications have common physical dimen-
noid stud. Refer to Torque Specifications. sions, current capacities, terminal patterns, and ter-
(3) Position starter motor to transmission. Install minal functions. The ISO micro-relay terminal
and tighten 2 bolts. Refer to Torque Specifications. functions are the same as a conventional ISO relay.
(4) Lower vehicle. However, the ISO micro-relay terminal pattern (or
(5) Connect negative battery cable. footprint) is different, the current capacity is lower,
and the physical dimensions are smaller than those
4. 0L of the conventional ISO relay.
(1) Connect solenoid terminal wire harness connec- The starter relay cannot be repaired or adjusted
tor to starter solenoid. Always support starter motor and, if faulty or damaged, it must be replaced.
during this process. Do not let starter motor hang
from wire harness. OPERATION
(2) Install battery cable eyelet onto starter sole- The ISO relay consists of an electromagnetic coil, a
noid stud. Refer to Torque Specifications. resistor or diode, and three (two fixed and one movable)
(3) Position starter motor to transmission housing. electrical contacts. The movable (common feed) relay
Loosely install two mounting bolts. contact is held against one of the fixed contacts (nor-
(4) Tighten upper (rearward facing) mounting bolt mally closed) by spring pressure. When the electromag-
to 47.5 Nm (35 ft. lbs.). netic coil is energized, it draws the movable contact
(5) Tighten lower (forward facing) mounting bolt to away from the normally closed fixed contact, and holds
40.7 Nm (30 ft. lbs.). it against the other (normally open) fixed contact.
(6) Lower vehicle. When the electromagnetic coil is de-energized,
(7) Connect negative battery cable. spring pressure returns the movable contact to the
normally closed position. The resistor or diode is con-
nected in parallel with the electromagnetic coil in the
START ER M OT OR RELAY relay, and helps to dissipate voltage spikes that are
produced when the coil is de-energized.
DESCRIPTION
DIAGNOSIS AND TESTING - STARTER RELAY
The starter relay (Fig. 14) is located in the Power
Distribution Center (PDC), in engine compartment.
Refer to fuse and relay layout label affixed to under-
side of PDC cover starter relay identification and
location.
RELAY TEST
(1) Remove starter relay from PDC. Refer to
Starter Relay.
(2) A relay in de-energized position should have
continuity between terminals 87A and 30, and no
continuity between terminals 87 and 30. If OK, go to
Fig. 13 Starter Relay Step 3. If not OK, replace faulty relay.
(3) Resistance between terminals 85 and 86 (elec-
30 - COMMON FEED
85 - COIL GROUND tromagnet) should be 75 5 ohms. If OK, go to Step
86 - COIL BATTERY 4. If not OK, replace faulty relay.
87 - NORMALLY OPEN (4) Connect a battery to terminals 85 and 86.
87A - NORMALLY CLOSED
There should now be continuity between terminals
The starter relay (Fig. 13) is an electromechanical 30 and 87, and no continuity between terminals 87A
device that switches battery current to the pull-in and 30. If OK, perform Relay Circuit Test that fol-
coil of the starter solenoid when the ignition switch lows. If not OK, replace faulty relay.
TJ STARTING 8F - 41
START ER M OT OR RELAY (Cont inue d)
(5) The coil ground terminal (85) is connected to
electromagnet in relay. On vehicles with a manual
transmission, it is grounded at all times. On vehicles
with an automatic transmission, it is grounded
through park/neutral position switch only when gear-
shift selector lever is in Park or Neutral positions.
Check for continuity to ground at cavity for relay ter-
minal 85. If not OK with a manual transmission,
repair open park/neutral position switch sense circuit
to ground as required. If not OK with an automatic
transmission, check for an open or shorted park/neu-
tral position switch sense circuit to park/neutral posi-
tion switch and repair, as required. If park/neutral
Fig. 14 Starter Relay position switch sense circuit checks OK, refer to
30 - COMMON FEED Park/Neutral Position Switch.
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
REMOVAL
87A - NORMALLY CLOSED (1) Disconnect and isolate battery negative cable.
(2) Unlatch and open cover on Power Distribution
RELAY CIRCUIT TEST Center (PDC) (Fig. 15).
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair open cir-
cuit to fused B(+) fuse in PDC as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in energized
position. This terminal supplies battery voltage to
starter solenoid field coil. There should be continuity
between cavity for relay terminal 87 and starter sole-
noid terminal at all times. If OK, go to Step 4. If not
OK, repair open engine starter motor relay output
circuit to starter solenoid as required. Fig. 15 Power Distribution Center
(4) The coil battery terminal (86) is connected to 1 - POWER DISTRIBUTION CENTER (PDC)
electromagnet in relay. It is energized when ignition 2 - LATCHES
switch is held in Start position. On vehicles with a 3 - COVER
4 - RIGHT FRONT FENDER
manual transmission, the clutch pedal must be
blocked in fully depressed position for this test.
(3) See fuse and relay layout label affixed to
Check for battery voltage at cavity for relay terminal
underside of PDC cover for starter relay identifica-
86 with ignition switch in Start position, and no volt-
tion and location.
age when ignition switch is released to On position.
(4) Remove starter relay from PDC.
If OK, go to Step 5. If not OK with a manual trans-
mission, disconnect clutch pedal position switch wire
INSTALLATION
harness connector and install a jumper wire between
(1) See fuse and relay layout label affixed to under-
two cavities in body half of connector and check for
side of PDC cover for proper starter relay location.
battery voltage again at cavity for relay terminal 86.
(2) Position starter relay in proper receptacle in
If now OK, replace faulty clutch pedal position
PDC.
switch. If still not OK with a manual transmission or
(3) Align starter relay terminals with terminal
if not OK with an automatic transmission, check for
cavities in PDC receptacle.
open or shorted fused ignition switch output (start)
(4) Push down firmly on starter relay until terminals
circuit to ignition switch and repair, as required. If
are fully seated in terminal cavities in PDC receptacle.
fused ignition switch output (start) circuit is OK,
(5) Close and latch PDC cover.
refer to Ignition Switch and Key Lock Cylinder.
TJ HEATED SYSTEMS 8G - 1
HEATED SYSTEMS
page page
HEATED GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 HEATED MIRRORS . . . . . . . . . . . . . . . . . . . . . . . . . 7
H EAT ED GLASS
TABLE OF CONTENTS
page page
HEATED GLASS OPERATION . . . . . . . . . . . . . . . . . . . . . .......4

DESCRIPTION . . . . . . . . . . . . . . . . . . . .......1 DIAGNOSIS AND TESTING
OPERATION . . . . . . . . . . . . . . . . . . . . . .......1 REAR WINDOW DEFOGGER SWITCH ......4
DIAGNOSIS AND TESTING REMOVAL ...................... .......5
REAR WINDOW DEFOGGER SYSTEM ......2 INSTALLATION . . . . . . . . . . . . . . . . . . . .......5
REAR WINDOW DEFOGGER RELAY REAR WINDOW DEFOGGER GRID
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .3 STANDARD PROCEDURE
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 GRID LINE AND TERMINAL REPAIR
REMOVAL ...................... . . . . . . .3 PROCEDURE . . . . . . . . . . . . . . . . . . .......6
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . .4
REAR WINDOW DEFOGGER SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . .......4
H EAT ED GLASS and by a 10 amp fuse located in the fuse block for
the control circuit.
DESCRIPTION
OPERATION
CAUTION: Grid lines can be damaged or scraped The electric backlight (EBL) system is controlled
off with sharp instruments. Care should be taken in by a momentary switch located in the accessory
cleaning glass or removing foreign materials, switch bezel on the instrument panel (Fig. 2). When
decals or stickers. Normal glass cleaning solvents the defogger switch for the EBL system is pressed to
or hot water used with rags or toweling is recom- the On position, current is directed to the rear defog-
mended. ger grid lines and the heated power mirrors (if
equipped). The heated grid lines heat the glass to
The rear window defogger system, also known as help clear the rear window and side mirror surfaces
electric backlight (EBL), consists of two vertical bus of fog or frost.
bars linked by a series of grid lines fired onto the An amber indicator lamp in the defogger switch
inside surface of the rear window (Fig. 1). will illuminate to indicate when the EBL system is
The EBL system is turned On or Off by a control turned on. The instrument cluster contains the EBL
switch mounted into the accessory switch bezel in the system control circuitry.
instrument panel and the timer and logic circuitry in
the instrument cluster assembly (Refer to 8 - ELEC- NOTE: The EBL system turns off automatically after
TRICAL/HEATED GLASS/REAR WINDOW DEFOG- approximately ten minutes of initial operation. Each
GER SWITCH - DESCRIPTION). following activation cycle of the EBL system will
Circuit protection is provided by a 40 amp fuse last approximately five minutes.
located in the fuse block for the heated grid circuit,
8G - 2 HEATED GLASS TJ
H EAT ED GLASS (Cont inue d)
Fig. 2 03 ACCESSORY SWITCH BEZEL

1 - BEZEL SCREWS (4)
2 - BEZEL
Fig. 1 Rear Window Defogger 3 - WIRE HARNESS
4 - ELECTRICAL CONNECTORS (7)
1 - REAR DEFOGGER GRID
2 - REAR WINDOW
(1) Use a scan tool and check for diagnostic trouble
The EBL system will be automatically turned off codes (DTCs) related to the A/C-heater control and
after a programmed time interval of about ten min- the instrument cluster. If no DTCs are found, go to
utes. After the initial time interval has expired, if the Step 2. If any DTCs are found, repair as required,
defogger switch is turned on again during the same then proceed to Step 2
ignition cycle, the defogger system will automatically (2) Turn the ignition switch to the On position.
turn off after about five minutes. (3) Set the defogger switch in the On position. The
The EBL system will automatically shut off if the rear window defogger operation can be checked by
ignition switch is turned to the Off position, or it can feeling the rear window or outside rear view mirror
be turned off manually by depressing the defogger glass. A distinct difference in temperature between
switch a second time. the grid lines and the adjacent clear glass or the mir-
The rear window defogger timer and logic circuitry ror glass can be detected within three to four min-
cannot be adjusted or repaired and, if faulty or dam- utes of operation. If the indicator light is not
aged, the instrument cluster assembly must be illuminated, check the 10 amp indicator fuse and the
replaced. 40 amp defogger grid power feed fuse located in the
fuse block.
(4) If a temperature difference is not detected, use
DI AGN OSI S AN D T EST I N G a 12-volt DC voltmeter and contact the rear glass
heating grid terminal A with the negative lead, and
REAR WINDOW DEFOGGER SYSTEM terminal B with the positive lead (Fig. 3). The volt-
meter should read battery voltage. If the voltmeter
NOTE: Illumination of the defogger switch indicator does not read battery voltage, check the following:
lamp means that there is electrical current available Confirm that the ignition switch is in the On
at the output of the rear window defogger logic cir- position.
cuitry, but does not confirm that the electrical cur- Check the 10 amp EBL control circuit fuse
rent is reaching the rear glass heating grid lines. located in the fuse block.
Make sure that the EBL feed wire and ground
wire are connected to the terminals. Confirm that the
NOTE: For circuit descriptions and diagrams of the ground wire has continuity to ground.
rear window defogger system, refer to 8W - WIRING Check the EBL relay located in the power distri-
DIAGRAM INFORMATION. bution center (PDC) in the engine compartment. The
relay must be tight in its receptacle and all electrical
Operation of the electrical backlight (EBL) system
connections must be secure (Refer to 8 - ELECTRI-
can be confirmed by the following:
CAL/HEATED GLASS/REAR WINDOW DEFOGGER
RELAY - REMOVAL).
TJ HEATED GLASS 8G - 3
H EAT ED GLASS (Cont inue d)
(5) When the above steps have been completed and The rear window defogger (EBL) relay cannot be
the system is still inoperative, one or more of the fol- adjusted or repaired and, if damaged or faulty, it
lowing is faulty: must be replaced.
Rear window defogger switch in the instrument
panel.
Rear window defogger relay control circuity in
the instrument cluster.
Rear window defogger grid lines (all grid lines
would have to be broken, or the power feed or ground
wire disconnected, for the entire heated grid to be
inoperative).
Fig. 4 Rear Window Defogger (EBL) Relay

30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
Fig. 3 Rear Window Glass Grid Test

OPERATION
The ISO-standard rear window defogger (EBL)
1 - POINT A
2 - POINT B
relay consists of an electromagnetic coil, a resistor or
3 - FEED WIRE diode, and three (two fixed and one movable) electri-
4 - MID-POINT C (TYPICAL) cal contacts. The movable (common feed) relay con-
5 - HEATED REAR WINDOW DEFOGGER GRID
6 - GROUND WIRE
tact is held against one of the fixed contacts
(normally closed) by spring pressure. When the elec-
tromagnetic coil is energized, it draws the movable
REAR WI N DOW DEFOGGER contact away from the normally closed fixed contact,
RELAY and holds it against the other (normally open) fixed
contact.
DESCRIPTION When the electromagnetic coil is de-energized,
The rear window defogger (EBL) relay (Fig. 4) is a spring pressure returns the movable contact to the
International Standards Organization (ISO)-type normally closed position. The resistor is connected in
relay. Relays conforming to the ISO specifications parallel with the electromagnetic coil in the relay,
have common physical dimensions, current capaci- and helps to dissipate voltage spikes that are pro-
ties, terminal functions and patterns. The EBL relay duced when the coil is de-energized.
is a electromechanical device. When the EBL timer Refer to the appropriate wiring information for
and logic circuitry in the instrument cluster grounds diagnosis and testing of the EBL relay and for com-
the relay coil, the rear window defogger relay plete EBL system wiring diagrams.
switches battery current through a 40 amp fuse
located in the fuse block to the rear window defogger REMOVAL
grid and to the light-emitting diode (LED) indicator (1) Disconnect and isolate the negative battery
of the rear window defogger switch and also to the cable.
heating elements of the outside mirrors (when (2) Open the cover of the power distribution center
equipped). (PDC) located in the engine compartment (Fig. 5).
The rear window defogger (EBL) relay is located in
the power distribution center (PDC) in the engine NOTE: Refer to the fuse and relay map on the inner
compartment. See the fuse and relay layout map on surface of the PDC cover for EBL relay identifica-
the inner surface of the cover of the PDC for rear tion and location.
window defogger relay identification and location.
REAR WI N DOW DEFOGGER RELAY (Cont inue d)
(3) Remove the EBL relay from the PDC.
Fig. 5 Power Distribution Center (PDC) Fig. 6 03 ACCESSORY SWITCH BEZEL

1 - POWER DISTRIBUTION CENTER (PDC)
2 - LATCHES
2 - BEZEL
3 - COVER
3 - WIRE HARNESS
INSTALLATION the grids of the rear window defogger and the heated
power side view mirrors, when equipped.
NOTE: Refer to the fuse and relay map on the inner
surface of the power distribution center (PDC) NOTE: After the initial time interval has expired, if
cover for EBL relay identification and location. the defogger switch is turned on again during the
same ignition cycle, the EBL system will automati-
(1) Position the EBL relay to the proper receptacle cally turn off after about five minutes.
of the PDC.
(2) Align the EBL relay terminals with the termi- The EBL relay will be on for approximately 10
nal cavities in the PDC and push down firmly on the minutes or until the control switch or ignition is
relay until the terminals are fully seated. turned off. An LED indicator will illuminate when
(3) Close the cover of the PDC. the EBL system is on.
(4) Reconnect the negative battery cable. The EBL system will be on for approximately ten
minutes or until the control switch or the ignition
switch is turned off.
REAR WI N DOW DEFOGGER The rear window defogger switch and indicator
SWI T CH lamp cannot be repaired and, if faulty or damaged,
the defogger switch must be replaced.
DESCRIPTION
The switch for the EBL system is located in the DI AGN OSI S AN D T EST I N G
instrument panel accessory switch bezel, which is
mounted near the bottom of the instrument panel
center bezel (Fig. 6).
REAR WINDOW DEFOGGER SWITCH
When the rear window defogger switch is turned to WARNING: On vehicles equipped with airbags, dis-
the ON position, current is directed to the rear defog- able the airbag system before attempting any steer-
ger grid lines and the heated power mirrors (if ing wheel, steering column, or instrument panel
equipped). The heated grid lines heat the glass to component diagnosis or service. Disconnect and
help clear the surface of fog or frost. isolate the battery negative (ground) cable, then
wait two minutes for the airbag system capacitor to
OPERATION discharge before performing further diagnosis or
Depressing the rear window defogger switch sends service. Failure to take the proper precautions
a request signal to the instrument cluster rear win- could result in accidental airbag deployment and
dow defogger timer and logic circuitry which possible personal injury or death.
responds by energizing or de-energizing the EBL
relay. The EBL relay controls the current to flow to
TJ HEATED GLASS 8G - 5
REAR WI N DOW DEFOGGER SWI T CH (Cont inue d)
NOTE: For circuit descriptions and diagrams, refer component diagnosis or service. Disconnect and
to Rear Window Defogger in Group 8W - Wiring Dia- isolate the battery negative (ground) cable, then
grams. wait two minutes for the airbag system capacitor to
discharge before performing further diagnosis or
(1) Disconnect and isolate the negative battery service. Failure to take the proper precautions
cable. Remove the accessory switch bezel from the could result in accidental airbag deployment and
instrument panel and disconnect the wire harness possible personal injury or death.
connector from the defogger switch. (1) Disconnect and isolate the negative battery
(2) Check for continuity between the ground cir- cable.
cuit cavity of the defogger switch wire harness con- (2) Remove the center bezel from the instrument
nector and a good ground. There should be panel (Refer to 23 - BODY/INSTRUMENT PANEL/
continuity. If OK, go to Step 3. If not OK, repair the CLUSTER BEZEL - REMOVAL).
open circuit as required. (3) Remove the four screws that secure the acces-
(3) Check for continuity between the ground cir- sory switch bezel to the instrument panel (Fig. 8).
cuit terminal and the rear window defogger switch (4) Pull the accessory switch bezel out from the
sense circuit terminal on the back of the defogger instrument panel far enough to access the wire har-
switch housing (Fig. 7). There should be momentary ness connectors.
continuity as the defogger switch is pressed, and (5) Disconnect the wire harness connectors from
then no continuity. If OK, test the instrument cluster the rear of the accessory switches and the cigar light-
(Refer to 8 - ELECTRICAL/INSTRUMENT CLUS- er/power outlet.
TER - DIAGNOSIS AND TESTING). If not OK, (6) Remove the accessory switch bezel from the
replace the faulty rear window defogger switch (Refer instrument panel.
to 8 - ELECTRICAL/HEATED GLASS/REAR WIN- (7) Using a small thin-bladed screwdriver, gently
DOW DEFOGGER SWITCH - REMOVAL). pry the snap clips at the top and at the bottom of the
rear window defogger switch receptacle on the back
of the accessory switch bezel and pull the switch out
of the bezel.
Fig. 8 Accessory Switch Bezel

Fig. 7 Rear Window Defogger Switch Continuity 2 - BEZEL
SWITCH POSITION CONTINUITY BETWEEN 3 - WIRE HARNESS
OFF LAMPS 4 - ELECTRICAL CONNECTORS (7)
ON MOMENTARY 1 AND 2
ILLUMINATION LAMP 1 AND 4
INDICATOR LAMP 1 AND 3 INSTALLATION
(1) Install the rear window defogger switch into
REMOVAL the back of the accessory switch bezel by pushing the
switch firmly into the bezel.
WARNING: On vehicles equipped with airbags, dis- (2) Connect the wire harness connectors to the
able the airbag system before attempting any steer- rear of the accessory switches and the cigar lighter/
ing wheel, steering column, or instrument panel power outlet.
REAR WI N DOW DEFOGGER SWI T CH (Cont inue d)
(3) Install the accessory switch bezel to the instru- (6) For a terminal replacement, mask the adjacent
ment panel. areas so the epoxy can be extended onto the adjacent
(4) Install the four screws that secure the acces- grid line as well as the bus bar. Apply a thin layer of
sory switch bezel to the instrument panel. Tighten epoxy to the area where the terminal was fastened
the screws to 2.2 Nm (20 in. lbs.). and onto the adjacent grid line.
(5) Install the center bezel to the instrument panel (7) Apply a thin layer of conductive epoxy to the
(Refer to 23 - BODY/INSTRUMENT PANEL/CLUS- terminal and place it in the proper location on the
TER BEZEL - INSTALLATION). bus bar. To prevent the terminal from moving while
(6) Reconnect the negative battery cable. the epoxy is curing, it must be wedged or clamped.
(8) Carefully remove the masking tape or tem-
plate.
REAR WI N DOW DEFOGGER
GRI D CAUTION: Do not allow the glass surface to exceed
204 C (400 F) when using a heat gun, or the glass
may fracture.
(9) Allow the epoxy to cure 24 hours at room tem-
perature, or carefully use a heat gun for fifteen min-
GRID LINE AND TERMINAL REPAIR
utes. When using a heat gun, hold it approximately
PROCEDURE 25.4 centimeters (10 inches) from the repair and do
not allow the glass surface to exceed 204 C (400 F).
WARNING: Materials contained in the Repair Kit
(Part Number 04549275) may cause skin or eye irri- NOTE: Do not attach the wire harness connectors
tation. The kit contains epoxy resin and amine type to the terminals until the curing process is com-
hardener, which are harmful if swallowed. Avoid plete.
contact with the skin and eyes. For skin contact,
wash the affected areas with soap and water. For (10) After the conductive epoxy is properly cured,
contact with the eyes, flush with plenty of water. Do remove the wedge or clamp from the terminal.
not take internally. If taken internally, induce vomit- (11) Connect the wire harness leads to the grid
ing and call a physician immediately. Use with ade- terminals and verify EBL operation.
quate ventilation. Do not use near fire or flame.
Contains flammable solvents. Keep out of the reach
of children. Failure to follow the warnings could
result in possible personal injury or death.
Repair of the rear glass heating grid lines, bus

bars or terminals can be accomplished using the
Mopart Rear Window Defogger Repair Kit (Part
Number 04549275) or equivalent.
(1) Mask the repair area with masking tape so
that the conductive epoxy can be applied neatly (Fig.
9). Extend the epoxy application onto the grid line or
the bus bar on each side of the break.
(2) Follow the instructions in the repair kit for
preparing the damaged area.
(3) Remove the package separator clamp and mix Fig. 9 Grid Line Repair
the two conductive epoxy components thoroughly 1 - BREAK
2 - GRID LINE
within the packaging. Fold the package in half and 3 - MASKING TAPE
cut the center corner to dispense the epoxy.
(4) For grid line repairs, mask the area to be
repaired with masking tape or use a template.
(5) Apply the epoxy through the slit in the mask-
ing tape or template. Overlap both ends of the break
by at least 19 millimeters (0.75 inch).
TJ HEATED MIRRORS 8G - 7
H EAT ED M I RRORS
TABLE OF CONTENTS
page page
HEATED MIRRORS OPERATION ............................7

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
H EAT ED M I RRORS
DESCRIPTION
The optional heated mirror system is controlled by
the momentary rear window defogger switch in the
accessory switch bezel (Fig. 1). An amber indicator
lamp in the switch will illuminate to indicate when
the rear window defogger (EBL) system is turned on.
The heated mirror system only operates in concert
with the EBL system, and will be automatically shut
off after a programmed time interval of about ten
minutes. After the initial time interval has expired, if
the defogger switch is pressed again during the same
ignition cycle, the heated mirror system will auto-
matically shut off after about five minutes.
The heated mirror system will automatically shut
off if the ignition switch is turned to the Off position, Fig. 1 03 ACCESSORY SWITCH BEZEL
or it can be shut off manually by pressing the rear 1 - BEZEL SCREWS (4)
2 - BEZEL
window defogger switch a second time. 3 - WIRE HARNESS
OPERATION
When the rear window defogger switch is pressed, WINDOW DEFOGGER SYSTEM in his group. If
the rear window defogger (EBL) system becomes acti- only one of the outside mirror heating grids is inop-
vated and an electric heater grid located behind the erative, refer to 8 - ELECTRICAL/POWER MIR-
glass of each of the outside rear view mirrors is ener- RORS - DIAGNOSIS AND TESTING.
gized. When energized, each of these heater grids The heating grid behind each outside mirror glass
produce heat to help clear the outside rear view mir- cannot be repaired and, if faulty or damaged, the
rors of ice, snow, or fog. entire power mirror assembly must be replaced.
If the outside mirror heating grids are both inoper-
ative, refer to DIAGNOSIS AND TESTING - REAR
TJ HORN 8H - 1
HORN
page page
HORN SYSTEM INSTALLATION . . . . . . . . . .................2

DESCRIPTION . . . . . . . . . .................1 HORN SWITCH
OPERATION . . . . . . . . . . . .................1 DESCRIPTION . . . . . . . . . ............. ... .2
HORN OPERATION . . . . . . . . . . . ............. ... .2
DESCRIPTION . . . . . . . . . ...... ... . . . . . . . .1 DIAGNOSIS AND TESTING - HORN SWITCH .. .2
OPERATION . . . . . . . . . . . ...... ... . . . . . . . .1 REMOVAL ............ ............. ... .3
DIAGNOSIS AND TESTING - HORN .. . . . . . . . .1 INSTALLATION . . . . . . . . . ............. ... .3
REMOVAL ............ ...... ... . . . . . . . .2
H ORN SY ST EM ing. The plunger is secured to the center of the dia-

phragm and extends into the center of the
electromagnet. The contact points control the current
DESCRIPTION
flow through the electromagnet.
The horn system features one low-note horn unit.
When the horn is energized, electrical current
The horn system uses a non-switched source of bat-
flows through the closed contact points to the electro-
tery current so that the system will remain func-
magnet. The resulting electromagnetic field draws
tional, regardless of the ignition switch position. The
the plunger and diaphragm toward it until that
horn system includes the following components:
movement mechanically opens the contact points.
Clockspring
When the contact points open, the electromagnetic
Horn
field collapses allowing the plunger and diaphragm to
Horn relay
return to their relaxed positions and closing the con-
Horn switch
tact points again. This cycle continues repeating at a
very rapid rate producing the vibration and move-
OPERATION ment of air that creates the sound that is directed
The horn system is activated by a horn switch con- through the horn outlet.
cealed beneath the driver side airbag module trim
cover in the center of the steering wheel. Depressing
DIAGNOSIS AND TESTING - HORN
the center of the driver side airbag module trim cover
closes the horn switch. Closing the horn switch acti-
vates the horn relay. The activated horn relay then
(1) Disconnect the wire harness connectors from
switches the battery current needed to energize the
the horn connector receptacles. Measure the resis-
horns.
tance between the ground circuit cavity of the horns
wire harness connectors and a good ground. There
H ORN should be continuity. If OK, go to Step 2. If not OK,
repair the open ground circuit to ground as required.
(2) Check for battery voltage at the horn relay out-
DESCRIPTION
put circuit cavity of the horns wire harness connec-
The horn is secured with a bracket to the left front
tors. There should be zero volts. If OK, go to Step 3.
inner fender shield just ahead of the left front wheel
If not OK, repair the shorted horn relay output cir-
house in the engine compartment.
cuit or replace the faulty horn relay as required.
The horn cannot be repaired or adjusted and, if
(3) Depress the horn switch. There should now be
faulty or damaged, it must be replaced.
battery voltage at the horn relay output circuit cavity
of the horns wire harness connectors. If OK, replace
OPERATION the faulty horns. If not OK, repair the open horn
Within the two halves of the molded plastic horn relay output circuit to the horn relay as required.
housing are a flexible diaphragm, a plunger, an elec-
tromagnetic coil and a set of contact points. The dia-
phragm is secured in suspension around its
perimeter by the mating surfaces of the horn hous-
8H - 2 HORN TJ
H ORN (Cont inue d)
REMOVAL OPERATION
(1) Disconnect and isolate the battery negative When the center area of the driver side airbag trim
cable. cover is depressed, the electrically conductive grids
(2) Disconnect the wire harness connector from the on the facing surfaces of the horn switch membranes
horn (Fig. 1). contact each other, closing the switch circuit. The
completed horn switch circuit provides a ground for
the control coil side of the horn relay, which activates
the relay. When the horn switch is released, the
resistive tension of the convex membrane separates
the two electrically conductive grids and opens the
switch circuit.
DIAGNOSIS AND TESTING - HORN SWITCH


BAGS, REFER TO ELECTRICAL, RESTRAINTS
Fig. 1 HORN
(3) Remove the screw that secures the horn and AND POSSIBLE PERSONAL INJURY.
mounting bracket to the left front inner fender
shield. (1) Disconnect and isolate the battery negative
(4) Remove the horn and mounting bracket from cable. Remove the steering column opening cover
the left front inner fender shield. from the instrument panel.
(2) Check for continuity between the metal steer-
INSTALLATION ing column jacket and a good ground. There should
(1) Position the horn and mounting bracket onto be continuity. If OK, go to Step 3. If not OK, refer to
the left front inner fender shield. Steering, Column for proper installation of the steer-
(2) Install the mounting screw. Tighten the screw ing column.
to 8.5 Nm (75 in. lbs.). (3) Remove the driver side airbag module from the
(3) Reconnect the wire harness connector. steering wheel. Disconnect the horn switch wire har-
(4) Connect the battery negative cable. ness connectors from the driver side airbag module.
(4) Remove the horn relay from the Power Distri-
bution Center (PDC). Check for continuity between
H ORN SWI T CH the steering column half of the horn switch feed wire
harness connector and a good ground. There should
DESCRIPTION be no continuity. If OK, go to Step 5. If not OK,
A center-blow, normally open, resistive membrane- repair the shorted horn relay control circuit to the
type horn switch is secured in a plastic tray that is horn relay in the PDC as required.
inserted in a pocket sewn on the front of the driver (5) Check for continuity between the steering col-
side airbag retainer strap. The horn switch is con- umn half of the horn switch feed wire harness con-
cealed behind the driver side airbag module trim nector and the horn relay control circuit cavity for
cover. the horn relay in the PDC. There should be continu-
The steering wheel and steering column must be ity. If OK, go to Step 6. If not OK, repair the open
properly grounded in order for the horn switch to horn relay control circuit to the horn relay in the
function properly. The horn switch and plastic tray PDC as required.
are serviced as a unit. If the horn switch is damaged (6) Check for continuity between the horn switch
or faulty, or if the driver side airbag is deployed, the feed wire and the horn switch ground wire on the
horn switch and tray must be replaced as a unit. driver side airbag module. There should be no conti-
nuity. If OK, go to Step 7. If not OK, replace the
faulty horn switch.
TJ HORN 8H - 3
H ORN SWI T CH (Cont inue d)
(7) Depress the center of the driver side airbag
module trim cover and check for continuity between
the horn switch feed wire and the horn switch
ground wire on the driver side airbag module. There
should now be continuity. If not OK, replace the
faulty horn switch.
REMOVAL
WARNING:
ON VEHICLES EQUIPPED WITH AIRBAGS,
REFER TO ELECTRICAL, RESTRAINTS BEFORE
DIAGNOSIS OR SERVICE. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE Fig. 2 HORN SWITCH
PERSONAL INJURY. 1 - HORN SWITCH GROUND WIRE EYELET
THE HORN SWITCH IS INTEGRAL TO THE 2 - HORN SWITCH
DRIVER SIDE AIRBAG MODULE. SERVICE OF THIS 3 - AIRBAG RETAINING STRAP
4 - POUCH
COMPONENT SHOULD BE PERFORMED ONLY BY 5 - DRIVER SIDE AIRBAG MODULE (TRIM COVER REMOVED)
CHRYSLER-TRAINED AND AUTHORIZED DEALER 6 - TRAY
7 - HORN SWITCH FEED WIRE CONNECTOR
SERVICE TECHNICIANS. FAILURE TO TAKE THE
PROPER PRECAUTIONS OR TO FOLLOW THE
THE HORN SWITCH IS INTEGRAL TO THE
PROPER PROCEDURES COULD RESULT IN ACCI-
DRIVER SIDE AIRBAG MODULE. SERVICE OF THIS
DENTAL, INCOMPLETE, OR IMPROPER AIRBAG
COMPONENT SHOULD BE PERFORMED ONLY BY
DEPLOYMENT AND POSSIBLE OCCUPANT INJU-
CHRYSLER-TRAINED AND AUTHORIZED DEALER
RIES.
SERVICE TECHNICIANS. FAILURE TO TAKE THE
(1) Disconnect and isolate the battery negative PROPER PRECAUTIONS OR TO FOLLOW THE
cable. PROPER PROCEDURES COULD RESULT IN ACCI-
(2) Remove the trim cover from the driver side air- DENTAL, INCOMPLETE, OR IMPROPER AIRBAG
bag. (Refer to 8 - ELECTRICAL/RESTRAINTS/ DEPLOYMENT AND POSSIBLE OCCUPANT INJU-
DRIVER AIRBAG - REMOVAL). RIES.
(3) Remove the horn switch and tray as a unit (1) Install the horn switch and tray as a unit into
from the pouch on the retaining strap of the driver the pouch on the retaining strap of the driver side
side airbag module (Fig. 2). airbag module. Be certain that the tray is facing the
airbag module, that the horn switch is facing the
INSTALLATION trim cover, that the horn switch feed wire is on the
left, and that the horn switch ground wire is on the
WARNING: right.
ON VEHICLES EQUIPPED WITH AIRBAGS, (2) Install the trim cover onto the driver side air-
REFER TO ELECTRICAL, RESTRAINTS BEFORE bag. (Refer to 8 - ELECTRICAL/RESTRAINTS/
ATTEMPTING ANY STEERING WHEEL, STEERING DRIVER AIRBAG - INSTALLATION) for the
COLUMN, OR INSTRUMENT PANEL COMPONENT procedure.
DIAGNOSIS OR SERVICE. FAILURE TO TAKE THE (3) Reconnect the battery negative cable.
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
TJ IGNITION CONTROL 8I - 1
IGNITION CONTROL
page page
IGNITION CONTROL OPERATION - 4.0L . . . . . . . . . . . . . . . . . . . . . . . 7

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . ..1 REMOVAL - 4.0L . . . . . . . . . . . . . . . . . . . . . . . . . 8
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . ..1 INSTALLATION - 4.0L . . . . . . . . . . . . . . . . . . . . . 9
SPECIFICATIONS COIL RAIL - 4.0L
SPECIFICATIONS - IGNITION TIMING . . . . . ..2 DESCRIPTION - 4.0L . . . . . . . . . . . . . . . . . . . . 10
ENGINE FIRING ORDER - 2.4L 4-CYLINDER .2 OPERATION - 4.0L . . . . . . . . . . . . . . . . . . . . . . 11
ENGINE FIRING ORDER - 4.0L 6-CYLINDER REMOVAL - 4.0L . . . . . . . . . . . . . . . . . . . . . . . . 11
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..2 INSTALLATION - 4.0L . . . . . . . . . . . . . . . . . . . . 11
IGNITION COIL RESISTANCE - 2.4L . . . . . . ..2 IGNITION COIL - 2.4L
IGNITION COIL RESISTANCE - 4.0L ENGINE .3 DESCRIPTION - 2.4L . . . . . . . . . . . . . . . . . . . . 12
SPARK PLUGS . . . . . . . . . . . . . . . . . . . . . . ..3 OPERATION - 2.4L . . . . . . . . . . . . . . . . . . . . . . 12
SPECIFICATIONS - SPARK PLUG CABLE REMOVAL - 2.4L . . . . . . . . . . . . . . . . . . . . . . . . 13
RESISTANCE . . . . . . . . . . . . . . . . . . . . . . . ..3 INSTALLATION - 2.4L . . . . . . . . . . . . . . . . . . . . 13
SPECIFICATIONS - TORQUE - IGNITION SPARK PLUG
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . ..3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
AUTO SHUT DOWN RELAY OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DESCRIPTION - PCM OUTPUT . . . . . . . . . . . ..4 DIAGNOSIS AND TESTING - SPARK PLUG
OPERATION CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . 13
OPERATION - ASD SENSE - PCM INPUT . . ..4 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
OPERATION - PCM OUTPUT ........... ..4 CLEANING
DIAGNOSIS AND TESTING - ASD AND FUEL CLEANING SPARK PLUGS . . . . . . . . . . . . . . 16
PUMP RELAYS . . . . . . . . . . . . . . . . . . . . . . ..4 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16
REMOVAL ........................... ..5 SPARK PLUG CABLE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . ..5 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17
CAMSHAFT POSITION SENSOR - 2.4L OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
DESCRIPTION - 2.4L . . . . . . . . . . . . . . . . . . . . .5 DIAGNOSIS AND TESTING . . . . . . . . . . . . . . . . 17
OPERATION - 2.4L . . . . . . . . . . . . . . . . . . . . . . .5 REMOVAL - 2.4L . . . . . . . . . . . . . . . . . . . . . . . . 18
REMOVAL - 2.4L . . . . . . . . . . . . . . . . . . . . . . . . .6 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18
INSTALLATION - 2.4L . . . . . . . . . . . . . . . . . . . . .6
CAMSHAFT POSITION SENSOR - 4.0L
DESCRIPTION - 4.0L . . . . . . . . . . . . . . . . . . . ..7
I GN I T I ON CON T ROL OPERATION
DESCRIPTION 2. 4L
The ignition systems used on both the 2.4L 4cyl- A common ignition coil divided into 2 halves is
inder and 4.0L 6cylinder engines are a distributor- used. Secondary, high-tension spark plug cables are
less type. also used. One half of the coil fires two spark plugs
The ignition system consists of: simultaneously (one plug is the cylinder under com-
Spark Plugs pression, and the other plug is the cylinder on the
Spark Plug Cables (secondary wires) exhaust stroke). Coil half number one fires cylinders
Ignition Coil(s) 1 and 4. Coil half number two fires cylinders 2 and 3.
Powertrain Control Module (PCM) The PCM determines which of the coils to charge and
Crankshaft Position Sensor fire at the correct time.
Camshaft Position Sensor The Auto Shutdown (ASD) relay provides battery
The MAP, TPS, IAC and ECT also have an effect voltage to the ignition coil. The PCM provides a
on the control of the ignition system. ground contact (circuit) for energizing the coil. When
the PCM breaks the contact, the energy in the coil
8I - 2 IGNITION CONTROL TJ
I GN I T I ON CON T ROL (Cont inue d)
primary transfers to the secondary causing a spark. ENGINE FIRING ORDER - 2. 4L 4-CYLINDER
The PCM will de-energize the ASD relay if it does
1-3-4-2
not receive inputs from either the crankshaft or cam-
shaft position sensors.
A distributor is not used with the 2.4L engine.
ENGINE FIRING ORDER - 4. 0L 6-CYLINDER
ENGINE
4. 0L
The 4.0L 6-cylinder engine uses a one-piece coil
rail containing three independent coils. Although cyl-
inder firing order is the same as 4.0L engines of pre-
vious years, spark plug firing is not. The 3 coils dual-
fire the spark plugs on cylinders 1-6, 2-5 and/or 3-4.
When one cylinder is being fired (on compression
stroke), the spark to the opposite cylinder is being
wasted (on exhaust stroke). The one-piece coil bolts
directly to the cylinder head. Rubber boots seal the
secondary terminal ends of the coils to the top of all
6 spark plugs. One electrical connector (located at
the rear end of the coil rail) is used for all three coils.
Because of coil design, spark plug cables (second-
ary cables) are not used. A distributor is not used
with the 4.0L engine.
The ignition system is controlled by the Powertrain
Control Module (PCM).
SPECI FI CAT I ON S
SPECIFICATIONS - IGNITION TIMING FIRING ORDER - 4.0L
Ignition timing is not adjustable on any
engine.
IGNITION COIL RESISTANCE - 2. 4L
Primary Resistance at Secondary Resistance at

Engine Coil Manufacture
21C-27C (70F-80F) 21C-27C (70F-80F)
2.4L Toyodenso or Diamond 0.51 to 0.61 Ohms 11,500 to 13,500 Ohms
IGNITION COIL - 2.4L

I GN I T I ON CON T ROL (Cont inue d)
IGNITION COIL RESISTANCE - 4. 0L ENGINE
PRIMARY RESISTANCE 21-27C (70-80F)

0.71 - 0.88 Ohms
SPARK PLUGS
ENGINE PLUG TYPE ELECTRODE GAP

2.4L 4-Cylinder RE14MCC5 (Champion #) 1.24 to 1.37 mm (0.048 to 0.053 in.)
4.0L 6-Cylinder ZFR5N (NGK #) 1.00 mm (0.040 in.)
SPECIFICATIONS - SPARK PLUG CABLE

RESISTANCE
MINIMUM MAXIMUM
250 Ohms Per Inch 1000 Ohms Per Inch
3000 Ohms Per Foot 12,000 Ohms Per Foot
SPECIFICATIONS - TORQUE - IGNITION SYSTEM

Camshaft Position Sensor -
2 15
Mounting Bolts 4.0L
Camshaft Position Sensor -
12 106
2.4L
Ignition Coil Rail Mounting 29 - 250
Bolts 4.0L
Ignition Coil Mounting 11 - 105
Bolts 2.4L
Oil Pump Drive Hold-down 23 17 -
Bolt 4.0L
** Spark Plugs - 2.4L 15 11 -
4-Cylinder
Spark Plugs - 4.0L 30 22 -
6-cylinder
** Torque critical tapered
design. Do not exceed 15
ft. lbs. torque.
AU T O SH U T DOWN RELAY
DESCRIPTION - PCM OUTPUT
The 5pin, 12volt, Automatic Shutdown (ASD)
relay is located in the Power Distribution Center
(PDC). Refer to label on PDC cover for relay location.
OPERAT I ON
OPERATION - ASD SENSE - PCM INPUT
A 12 volt signal at this input indicates to the PCM
that the ASD has been activated. The relay is used to
connect the oxygen sensor heater element, ignition Fig. 1 ASD and Fuel Pump Relay TerminalsType 1
coil and fuel injectors to 12 volt + power supply. 30 - COMMON FEED
85 - COIL GROUND
This input is used only to sense that the ASD relay 86 - COIL BATTERY
is energized. If the Powertrain Control Module 87 - NORMALLY OPEN
(PCM) does not see 12 volts at this input when the 87A - NORMALLY CLOSED
ASD should be activated, it will set a Diagnostic
Trouble Code (DTC).
OPERATION - PCM OUTPUT

The ASD relay supplies battery voltage (12+ volts)
to the fuel injectors and ignition coil(s). With certain
emissions packages it also supplies 12volts to the
oxygen sensor heating elements.
The ground circuit for the coil within the ASD
relay is controlled by the Powertrain Control Module
(PCM). The PCM operates the ASD relay by switch-
ing its ground circuit on and off.
The ASD relay will be shutdown, meaning the Fig. 2 ASD and Fuel Pump Relay TerminalsType 2
12volt power supply to the ASD relay will be de-ac- 30 - COMMON FEED
85 - COIL GROUND
tivated by the PCM if: 86 - COIL BATTERY
the ignition key is left in the ON position. This 87 - NORMALLY OPEN
is if the engine has not been running for approxi- 87A - NORMALLY CLOSED
mately 1.8 seconds.
there is a crankshaft position sensor signal to voltage is not supplied to the rest of the circuit. Ter-
the PCM that is lower than pre-determined values. minal 87A is the center terminal on the relay.
When the PCM energizes the ASD and fuel
DIAGNOSIS AND TESTING - ASD AND FUEL pump relays, terminal 87 connects to terminal 30.
This is the On position. Terminal 87 supplies voltage
PUMP RELAYS to the rest of the circuit.
The following description of operation and The following procedure applies to the ASD and
tests apply only to the Automatic Shutdown fuel pump relays.
(ASD) and fuel pump relays. The terminals on the (1) Remove relay from connector before testing.
bottom of each relay are numbered. Two different (2) With the relay removed from the vehicle, use
types of relays may be used, (Fig. 1) or (Fig. 2). an ohmmeter to check the resistance between termi-
Terminal number 30 is connected to battery volt- nals 85 and 86. The resistance should be 75 ohms +/-
age. For both the ASD and fuel pump relays, termi- 5 ohms.
nal 30 is connected to battery voltage at all times. (3) Connect the ohmmeter between terminals 30
The PCM grounds the coil side of the relay and 87A. The ohmmeter should show continuity
through terminal number 85. between terminals 30 and 87A.
Terminal number 86 supplies voltage to the coil (4) Connect the ohmmeter between terminals 87
side of the relay. and 30. The ohmmeter should not show continuity at
When the PCM de-energizes the ASD and fuel this time.
pump relays, terminal number 87A connects to termi-
nal 30. This is the Off position. In the off position,
AU T O SH U T DOWN RELAY (Cont inue d)
(5) Connect one end of a jumper wire (16 gauge or INSTALLATION
smaller) to relay terminal 85. Connect the other end The ASD relay is located in the Power Distribution
of the jumper wire to the ground side of a 12 volt Center (PDC) (Fig. 3). Refer to label on PDC cover
power source. for relay location.
(6) Connect one end of another jumper wire (16 (1) Install relay to PDC.
gauge or smaller) to the power side of the 12 volt (2) Install cover to PDC.
power source. Do not attach the other end of the
jumper wire to the relay at this time.
CAM SH AFT POSI T I ON
WARNING: DO NOT ALLOW OHMMETER TO CON-
TACT TERMINALS 85 OR 86 DURING THIS TEST. SEN SOR - 2 .4 L
DAMAGE TO OHMMETER MAY RESULT.
DESCRIPTION - 2. 4L
(7) Attach the other end of the jumper wire to The Camshaft Position Sensor (CMP) on the 2.4L
relay terminal 86. This activates the relay. The ohm- 4cylinder engine is bolted to the right-front side of
meter should now show continuity between relay ter- the cylinder head (Fig. 4).
minals 87 and 30. The ohmmeter should not show
continuity between relay terminals 87A and 30.
(8) Disconnect jumper wires.
(9) Replace the relay if it did not pass the continu-
ity and resistance tests. If the relay passed the tests,
it operates properly. Check the remainder of the ASD
and fuel pump relay circuits. Refer to 8, Wiring Dia-
grams.
REMOVAL
The ASD relay is located in the Power Distribution
Center (PDC) (Fig. 3). Refer to label on PDC cover
for relay location.
Fig. 4 CMP LOCATION - 2.4L

1 - CMP SENSOR
3 - SLOTTED HOLES
OPERATION - 2. 4L
The Camshaft Position Sensor (CMP) sensor con-
tains a hall effect device referred to as a sync signal
generator. A rotating target wheel (tonewheel) for the
CMP is located behind the exhaust valve-camshaft
Fig. 3 Power Distribution Center (PDC)
drive gear (Fig. 5). The target wheel is equipped with
1 - BATTERY
2 - POWER DISTRIBUTION CENTER (PDC)
a cutout (notch) around 180 degrees of the wheel.
The CMP detects this cutout every 180 degrees of
(1) Remove PDC cover. camshaft gear rotation. Its signal is used in conjunc-
(2) Remove relay from PDC. tion with the Crankshaft Position Sensor (CKP) to
(3) Check condition of relay terminals and PDC differentiate between fuel injection and spark events.
connector terminals for damage or corrosion. Repair It is also used to synchronize the fuel injectors with
if necessary before installing relay. their respective cylinders.
(4) Check for pin height (pin height should be the When the leading edge of the target wheel cutout
same for all terminals within the PDC connector). enters the tip of the CMP, the interruption of mag-
Repair if necessary before installing relay.
CAM SH AFT POSI T I ON SEN SOR - 2 .4 L (Cont inue d)
netic field causes the voltage to switch high, result-
ing in a sync signal of approximately 5 volts.
When the trailing edge of the target wheel cutout
leaves the tip of the CMP, the change of the magnetic
field causes the sync signal voltage to switch low to 0
volts.
Fig. 6 CMP LOCATION - 2.4L

1 - CMP SENSOR
3 - SLOTTED HOLES
attempting to start engine. Face of sensor

Fig. 5 CMP FACE AT TARGET WHEEL-2.4L MUST be behind target wheel while adjusting.
1 - CAMSHAFT DRIVE GEAR (3) Position sensor to cylinder head and install 2
2 - TARGETWHEEL (TONEWHEEL) sensor mounting bolts finger tight.
3 - FACE OF CMP SENSOR (4) SENSOR AIR GAP: .030 Set air gap between
4 - CUTOUT (NOTCH)
rear of target wheel and face of sensor to .030. This
can best be accomplished using an L-shaped, wire-
REMOVAL - 2. 4L type spark plug gapping gauge (Fig. 9). A piece of
The Camshaft Position Sensor (CMP) on the 2.4L .030 brass shim stock may also be used.
4cylinder engine is bolted to the right-front side of
the cylinder head (Fig. 6). Sensor position (depth) is
adjustable.
(1) Disconnect electrical connector at CMP sensor.
(2) Remove 2 sensor mounting bolts.
(3) Remove sensor from cylinder head by sliding
towards rear of engine.
INSTALLATION - 2. 4L
The Camshaft Position Sensor (CMP) on the 2.4L
4cylinder engine is bolted to the right-front side of
the cylinder head. Sensor position (depth) is
adjustable.
(1) Remove plastic, upper timing belt cover (timing
gear cover) (Fig. 7) by removing 3 bolts. Before
attempting to remove cover, remove electrical connec-
tor from Engine Coolant Temperature (ECT) sensor
(Fig. 7). This will prevent damage to sensor.
(2) Rotate (bump over) engine until camshaft tim-
ing gear and target wheel (tonewheel) are positioned
and aligned to face of sensor as shown in (Fig. 8). If Fig. 7 UPPER TIMING BELT COVER/BOLTS-2.4L
not positioned as shown in (Fig. 8), damage to 1 - UPPER TIMING BELT COVER
both sensor and target wheel will occur when 2 - ELECTRICAL CONNECTOR (ECT)
(5) Gently push sensor forward until it contacts
gapping gauge. Do not push hard on sensor.
Tighten 2 sensor mounting bolts. Refer to torque
specifications.
CAUTION: After tightening sensor mounting bolts,

recheck air gap and adjust as necessary. Retorque
bolts.
(6) Install upper timing belt cover and 3 bolts.

(7) Connect electrical connector to ECT sensor.
(8) Connect electrical connector to CMP sensor.
Fig. 9 CMP ADJUSTMENT - 2.4L

1 - FACE OF SENSOR
2 - WIRE GAPPING TOOL
Fig. 8 CMP FACE AT TARGET WHEEL-2.4L

1 - CAMSHAFT DRIVE GEAR
2 - TARGETWHEEL (TONEWHEEL)
3 - FACE OF CMP SENSOR
4 - CUTOUT (NOTCH)
CAM SH AFT POSI T I ON

SEN SOR - 4 .0 L
DESCRIPTION - 4. 0L
6cylinder engine is bolted to the top of the oil pump
drive shaft assembly (Fig. 10). The sensor and drive
shaft assembly is located on the right side of the
engine near the oil filter (Fig. 11).
OPERATION - 4. 0L
The CMP sensor contains a hall effect device called Fig. 10 CMP and Oil Pump Drive Shaft4.0L Engine
a sync signal generator to generate a fuel sync sig- 1 - CAMSHAFT POSITION SENSOR
nal. This sync signal generator detects a rotating 2 - MOUNTING BOLTS (2)
pulse ring (shutter) on the oil pump drive shaft (Fig. 3 - PULSE RING
4 - DRIVE GEAR (TO CAMSHAFT)
10). The pulse ring rotates 180 degrees through the 5 - OIL PUMP DRIVESHAFT
sync signal generator. Its signal is used in conjunc- 6 - SENSOR BASE (OIL PUMP DRIVESHAFT ASSEMBLY)
tion with the crankshaft position sensor to differenti-
ate between fuel injection and spark events. It is also
the sensor and oil pump drive shaft assembly. The
second procedure is to be used if the engine has been
disassembled.
An internal oil seal is used in the drive shaft hous-
ing that prevents engine oil at the bottom of the sen-
sor. The seal is not serviceable.
Fig. 11 CMP Location4.0L Engine

1 - OIL FILTER
2 - CAMSHAFT POSITION SENSOR
3 - CLAMP BOLT
4 - HOLD-DOWN CLAMP
6 - ELEC. CONNECTOR
used to synchronize the fuel injectors with their

respective cylinders.
When the leading edge of the pulse ring (shutter)
enters the sync signal generator, the following occurs:
The interruption of magnetic field causes the voltage Fig. 12 CMP and Oil Pump Drive Shaft - 4.0L Engine
to switch high resulting in a sync signal of approxi- 1 - CAMSHAFT POSITION SENSOR
mately 5 volts. 2 - MOUNTING BOLTS (2)
When the trailing edge of the pulse ring (shutter) 3 - PULSE RING
4 - DRIVE GEAR (TO CAMSHAFT)
leaves the sync signal generator, the following occurs: 5 - OIL PUMP DRIVESHAFT
The change of the magnetic field causes the sync sig- 6 - SENSOR BASE (OIL PUMP DRIVESHAFT ASSEMBLY)
nal voltage to switch low to 0 volts.
SENSOR ONLY - 4. 0L
REMOVAL - 4. 0L (1) Disconnect electrical connector at CMP sensor
The Camshaft Position Sensor (CMP) on the 4.0L (Fig. 13).
6cylinder engine is bolted to the top of the oil pump (2) Remove 2 sensor mounting bolts (Fig. 12) or
drive shaft assembly (Fig. 12). The sensor and drive (Fig. 13).
shaft assembly is located on the right side of the (3) Remove sensor from oil pump drive.
The rotational position of oil pump drive deter- OIL PUMP DRIVE AND SENSOR - 4. 0L
mines fuel synchronization only. It does not deter- If the CMP and oil pump drive are to be
mine ignition timing. removed and installed, do not allow engine
crankshaft or camshaft to rotate. CMP sensor
NOTE: Do not attempt to rotate the oil pump drive relationship will be lost.
to modify ignition timing. (1) Disconnect electrical connector at CMP sensor
(Fig. 13).
Two different procedures are used for removal (2) Remove 2 sensor mounting bolts (Fig. 12) or
and installation. The first procedure will detail (Fig. 13).
removal and installation of the sensor only. The sec- (3) Remove sensor from oil pump drive.
ond procedure will detail removal and installation of
Fig. 15 Align Timing Marks - 4.0L Engine

Fig. 13 CMP Location - 4.0L Engine 1 - CRANKSHAFT VIBRATION DAMPER TIMING MARK
1 - OIL FILTER
2 - CAMSHAFT POSITION SENSOR to engine block. After installation, the CMP sensor
3 - CLAMP BOLT
4 - HOLD-DOWN CLAMP should face rear of engine 0.
5 - MOUNTING BOLTS (2) (5) Remove hold-down bolt and clamp (Fig. 13).
6 - ELEC. CONNECTOR (6) While pulling assembly from engine, note direc-
tion and position of pulse ring (Fig. 12). After
removal, look down into top of oil pump and note
direction and position of slot at top of oil pump gear.
(7) Remove and discard old oil pump drive-to-en-
gine block gasket.
SENSOR ONLY - 4. 0L
6cylinder engine is bolted to the top of the oil pump
drive shaft assembly (Fig. 12). The sensor and drive
shaft assembly is located on the right side of the
(1) Install sensor to oil pump drive.
(2) Install 2 sensor mounting bolts and tighten to
2 Nm (15 in. lbs.) torque.
OIL PUMP DRIVE AND SENSOR - 4. 0L

(1) Clean oil pump drive mounting hole area of
engine block.
(2) Install new oil pump drive-to-engine block gasket.
Fig. 14 CMP Pulse Ring Alignment - 4.0L Engine
(3) Temporarily install a toothpick or similar tool
1 - PULSE RING (SHUTTER) through access hole at side of oil pump drive housing.
2 - TOOTHPICK
3 - SENSOR BASE (OIL PUMP DRIVESHAFT ASSEMBLY) Align toothpick into mating hole on pulse ring (Fig. 14).
(4) Install oil pump drive into engine while align-
(4) Before proceeding to next step, mark and note ing into slot on oil pump. Rotate oil pump drive back
rotational position of oil pump drive in relationship to its original position and install hold-down clamp
and bolt. Finger tighten bolt. Do not do a final tight- The degree scale on SET SYNC screen of DRB is
ening of bolt at this time. referring to fuel synchronization only. It is not
(5) If engine crankshaft or camshaft has been referring to ignition timing. Because of this, do
rotated, such as during engine tear-down, CMP sen- not attempt to adjust ignition timing using this
sor relationship must be reestablished. method. Rotating oil pump drive will have no effect
(a) Remove ignition coil rail assembly. Refer to on ignition timing. All ignition timing values are con-
Ignition Coil Removal/Installation. trolled by powertrain control module (PCM).
(b) Remove cylinder number 1 spark plug. (15) Tighten hold-down clamp bolt to 23 Nm (17
(c) Hold a finger over the open spark plug hole. ft. lbs.) torque.
Rotate engine at vibration dampener bolt until
compression (pressure) is felt.
(d) Slowly continue to rotate engine. Do this COI L RAI L - 4 .0 L
until timing index mark on vibration damper pul-
ley aligns with top dead center (TDC) mark (0 DESCRIPTION - 4. 0L
degree) on timing degree scale (Fig. 15). Always A one-piece coil rail assembly containing three
rotate engine in direction of normal rotation. Do individual coils is used on the 4.0L 6cylinder engine
not rotate engine backward to align timing marks. (Fig. 16). The coil rail must be replaced as one
(e) Install oil pump drive into engine while assembly. The bottom of the coil is equipped with 6
aligning into slot on oil pump. If pump drive will individual rubber boots (Fig. 16) to seal the 6 spark
not drop down flush to engine block, the oil pump plugs to the coil. Inside each rubber boot is a spring.
slot is not aligned. Remove oil pump drive and The spring is used for a mechanical contact between
align slot in oil pump to shaft at bottom of drive. the coil and the top of the spark plug. These rubber
Install into engine. Rotate oil pump drive back to boots and springs are a permanent part of the coil
its original position and install hold-down clamp and are not serviced separately.
and bolt. Finger tighten bolt. Do not do a final
tightening of bolt at this time.
(f) Remove toothpick from housing.
(6) Install sensor to oil pump drive. After installa-
tion, the CMP sensor should face rear of engine 0.
(7) Install 2 sensor mounting bolts and tighten to
2 Nm (15 in. lbs.) torque.
(9) If removed, install spark plug and ignition coil rail.
To verify correct rotational position of oil pump
drive, the DRB scan tool must be used.
WARNING: WHEN PERFORMING THE FOLLOWING

TEST, THE ENGINE WILL BE RUNNING. BE CAREFUL
NOT TO STAND IN LINE WITH THE FAN BLADES OR
FAN BELT. DO NOT WEAR LOOSE CLOTHING.
(10) Connect DRB scan tool to data link connector.

The data link connector is located in passenger com-
partment, below and to left of steering column.
(11) Gain access to SET SYNC screen on DRB.
(12) Follow directions on DRB screen and start
engine. Bring to operating temperature (engine must
be in closed loop mode). Fig. 16 Ignition Coil Assembly4.0L 6Cylinder
(13) With engine running at idle speed, the words Engine
IN RANGE should appear on screen along with 0. 1 - CYL. #6
This indicates correct position of oil pump drive. 2 - CYL. #5
(14) If a plus (+) or a minus (-) is displayed next to 3 - CYL. #4
4 - CYL. #3
degree number, and/or the degree displayed is not 5 - CYL. #2
zero, loosen but do not remove hold-down clamp bolt. 6 - CYL. #1
Rotate oil pump drive until IN RANGE appears on 7 - COILS (3)
screen. Continue to rotate oil pump drive until 9 - BOLT BASES (4)
achieving as close to 0 as possible. 10 - RUBBER BOOTS (6)
COI L RAI L - 4 .0 L (Cont inue d)
(1) The coil is bolted directly to the cylinder head the top of the spark plug. These rubber boots and
(Fig. 17). One electrical connector (located at rear of springs are a permanent part of the coil and are not
coil) is used for all three coils. serviced separately.
(2) The coil is bolted directly to the cylinder head.
Remove 4 coil mounting bolts (Fig. 19).
(3) Carefully pry up coil assembly from spark
plugs. Do this by prying alternately at each end of
coil until rubber boots have disengaged from all
spark plugs. If boots will not release from spark
plugs, use a commercially available spark plug boot
removal tool. Twist and loosen a few boots from a few
spark plugs to help remove coil.
(4) After coil has cleared spark plugs, position coil
for access to primary electrical connector. Disconnect
connector from coil by pushing slide tab outwards to
right side of vehicle (Fig. 20). After slide tab has been
positioned outwards, push in on secondary release
lock (Fig. 20) on side of connector and pull connector
Fig. 17 Coil Location4.0L Engine from coil.
(5) Remove coil from vehicle.
1 - COIL RAIL
2 - COIL MOUNTING BOLTS (4)
3 - COIL
4 - COIL ELECTRICAL CONNECTION
OPERATION - 4. 0L
Although cylinder firing order is the same as 4.0L
Jeep engines of previous years, spark plug firing is
not. The 3 coils dual-fire the spark plugs on cylinders
1-6, 2-5 and/or 3-4. When one cylinder is being fired
(on compression stroke), the spark to the opposite
cylinder is being wasted (on exhaust stroke).
Battery voltage is supplied to the three ignition
coils from the ASD relay. The Powertrain Control
Module (PCM) opens and closes the ignition coil
ground circuit for ignition coil operation.
Base ignition timing is not adjustable. By con-
trolling the coil ground circuit, the PCM is able to set
the base timing and adjust the ignition timing
advance. This is done to meet changing engine oper-
ating conditions.
The ignition coil is not oil filled. The windings are
embedded in an epoxy compound. This provides heat Fig. 18 Ignition Coil Assembly4.0L 6Cylinder
and vibration resistance that allows the ignition coil Engine
to be mounted on the engine. 1 - CYL. #6
Because of coil design, spark plug cables (second- 2 - CYL. #5
ary cables) are not used. The cables are integral 3 - CYL. #4
4 - CYL. #3
within the coil rail. 5 - CYL. #2
6 - CYL. #1
REMOVAL - 4. 0L 7 - COILS (3)
A one-piece coil rail assembly containing three 9 - BOLT BASES (4)
individual coils is used on the 4.0L engine (Fig. 18). 10 - RUBBER BOOTS (6)
The coil rail must be replaced as one assembly. The
bottom of the coil is equipped with 6 individual rub- INSTALLATION - 4. 0L
ber boots (Fig. 18) to seal the 6 spark plugs to the (1) Connect engine harness connector to coil by
coil. Inside each rubber boot is a spring. The spring snapping into position. Move slide tab towards
is used for an electrical contact between the coil and engine (Fig. 20) for a positive lock.
COI L RAI L - 4 .0 L (Cont inue d)
der head. Do a final tightening of each bolt in steps
down to 29 Nm (250 in. lbs.) torque. Do not apply
full torque to any bolt first.
(4) Connect negative battery cable to battery.
I GN I T I ON COI L - 2 .4 L
DESCRIPTION - 2. 4L
The coil assembly consists of 2 different coils
molded together. The assembly is mounted to the top
of the engine (Fig. 21).
Fig. 19 Ignition Coil Rail Location4.0L 6Cylinder

Engine
1 - COIL RAIL
2 - COIL MOUNTING BOLTS (4)
3 - COIL
4 - COIL ELECTRICAL CONNECTION
Fig. 21 IGNITION COIL - 2.4L

1 - IGNITION COIL
OPERATION - 2. 4L
The coil fires two spark plugs simultaneously. One
plug is under compression, the other plug fires on the
exhaust stroke (lost spark). Coil number one fires
cylinders 1 and 4, and coil number two fires cylinders
2 and 3.
The Auto Shutdown (ASD) relay provides battery
voltage to the ignition coil. The PCM provides a
ground contact (circuit) for energizing the coil(s). The
Fig. 20 Ignition Coil Electrical Connector4.0L PCM will de-energize the ASD relay if it does not
6Cylinder Engine receive the crankshaft position sensor and camshaft
1 - REAR OF VALVE COVER position sensor inputs.
2 - COIL RAIL Base ignition timing is not adjustable. By con-
3 - SLIDE TAB
4 - RELEASE LOCK trolling the coil ground circuit, the PCM is able to set
5 - COIL CONNECTOR the base timing and adjust the ignition timing
advance. This is done to meet changing engine oper-
(2) Position ignition coil rubber boots to all spark ating conditions.
plugs. Push down on coil assembly until bolt bases The ignition coil is not oil filled. The windings are
have contacted cylinder head embedded in an epoxy compound. This provides heat
(3) Install 4 coil mounting bolts. Loosely tighten 4 and vibration resistance that allows the ignition coil
bolts just enough to allow bolt bases to contact cylin- to be mounted on the engine.
I GN I T I ON COI L - 2 .4 L (Cont inue d)
Spark plug cables (secondary wires or cables) are spark plug and change plug gap. It can also pull the
used with the 2.4L engine. plug threads and do possible damage to both the
spark plug and the cylinder head.
REMOVAL - 2. 4L Remove the spark plugs and examine them for
(1) Disconnect electrical connector at rear of coil. burned electrodes and fouled, cracked or broken por-
(2) Remove all secondary cables from coil. celain insulators. Keep plugs arranged in the order
(3) Remove 4 coil mounting bolts (Fig. 22). in which they were removed from the engine. A sin-
(4) Remove coil from vehicle. gle plug displaying an abnormal condition indicates
that a problem exists in the corresponding cylinder.
Replace spark plugs at the intervals recommended in
Group O, Lubrication and Maintenance
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective, carbon or oil
fouled. Also refer to Spark Plug Conditions.
CAUTION: Never use a motorized wire wheel brush

to clean the spark plugs. Metallic deposits will
remain on the spark plug insulator and will cause
plug misfire.
DIAGNOSIS AND TESTING - SPARK PLUG

CONDITIONS
NORMAL OPERATING
The few deposits present on the spark plug will
probably be light tan or slightly gray in color. This is
evident with most grades of commercial gasoline
Fig. 22 IGNITION COIL - 2.4L
(Fig. 23). There will not be evidence of electrode
1 - IGNITION COIL
burning. Gap growth will not average more than
approximately 0.025 mm (.001 in) per 3200 km (2000
miles) of operation. Spark plugs that have normal
wear can usually be cleaned, have the electrodes
(1) Position coil to engine.
filed, have the gap set and then be installed.
(2) Install 4 mounting bolts. Refer to torque speci-
fications.
(3) Install secondary cables.
(4) Install electrical connector at rear of coil.
(5) Install air cleaner tube and housing.
SPARK PLU G
DESCRIPTION
Resistor type spark plugs are used.
Spark plug resistance values range from 6,000 to
20,000 ohms (when checked with at least a 1000 volt
spark plug tester). Do not use an ohmmeter to
check the resistance values of the spark plugs.
Inaccurate readings will result.
OPERATION Fig. 23 Normal Operation and Cold (Carbon) Fouling

To prevent possible pre-ignition and/or mechanical 1 - NORMAL
engine damage, the correct type/heat range/number 2 - DRY BLACK DEPOSITS
spark plug must be used. 3 - COLD (CARBON) FOULING
Always use the recommended torque when tighten-
ing spark plugs. Incorrect torque can distort the
SPARK PLU G (Cont inue d)
Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT)
for unleaded fuel. During combustion, fuel with MMT
causes the entire tip of the spark plug to be coated
with a rust colored deposit. This rust color can be
misdiagnosed as being caused by coolant in the com-
bustion chamber. Spark plug performance may be
affected by MMT deposits.
COLD FOULING/CARBON FOULING

Cold fouling is sometimes referred to as carbon
fouling. The deposits that cause cold fouling are basi-
cally carbon (Fig. 23). A dry, black deposit on one or
two plugs in a set may be caused by sticking valves
or defective spark plug cables. Cold (carbon) fouling
of the entire set of spark plugs may be caused by a
clogged air cleaner element or repeated short operat-
ing times (short trips).
WET FOULING OR GAS FOULING

A spark plug coated with excessive wet fuel or oil
is wet fouled. In older engines, worn piston rings,
leaking valve guide seals or excessive cylinder wear Fig. 24 Oil or Ash Encrusted
can cause wet fouling. In new or recently overhauled
engines, wet fouling may occur before break-in (nor-
mal oil control) is achieved. This condition can usu-
ally be resolved by cleaning and reinstalling the
fouled plugs.
OIL OR ASH ENCRUSTED

If one or more spark plugs are oil or oil ash
encrusted (Fig. 24), evaluate engine condition for the
cause of oil entry into that particular combustion
chamber.
ELECTRODE GAP BRIDGING

Electrode gap bridging may be traced to loose
deposits in the combustion chamber. These deposits
accumulate on the spark plugs during continuous
stop-and-go driving. When the engine is suddenly Fig. 25 Electrode Gap Bridging
subjected to a high torque load, deposits partially liq-
1 - GROUND ELECTRODE
uefy and bridge the gap between electrodes (Fig. 25). 2 - DEPOSITS
This short circuits the electrodes. Spark plugs with 3 - CENTER ELECTRODE
electrode gap bridging can be cleaned using standard
procedures.
SCAVENGER DEPOSITS
Fuel scavenger deposits may be either white or yel-
low (Fig. 26). They may appear to be harmful, but
this is a normal condition caused by chemical addi-
tives in certain fuels. These additives are designed to
change the chemical nature of deposits and decrease
spark plug misfire tendencies. Notice that accumula-
tion on the ground electrode and shell area may be
heavy, but the deposits are easily removed. Spark
plugs with scavenger deposits can be considered nor-
mal in condition and can be cleaned using standard
procedures.
Fig. 27 Chipped Electrode Insulator

1 - GROUND ELECTRODE
2 - CENTER ELECTRODE
3 - CHIPPED INSULATOR
other operating conditions are causing engine over-

heating. (The heat range rating refers to the operat-
ing temperature of a particular type spark plug.
Spark plugs are designed to operate within specific
temperature ranges. This depends upon the thick-
ness and length of the center electrodes porcelain
insulator.)
Fig. 26 Scavenger Deposits
1 - GROUND ELECTRODE COVERED WITH WHITE OR YELLOW
DEPOSITS
2 - CENTER ELECTRODE
CHIPPED ELECTRODE INSULATOR

A chipped electrode insulator usually results from
bending the center electrode while adjusting the
spark plug electrode gap. Under certain conditions,
severe detonation can also separate the insulator
from the center electrode (Fig. 27). Spark plugs with
this condition must be replaced.
PREIGNITION DAMAGE
Preignition damage is usually caused by excessive
combustion chamber temperature. The center elec-
trode dissolves first and the ground electrode dis- Fig. 28 Preignition Damage
solves somewhat latter (Fig. 28). Insulators appear 1 - GROUND ELECTRODE STARTING TO DISSOLVE
relatively deposit free. Determine if the spark plug 2 - CENTER ELECTRODE DISSOLVED
has the correct heat range rating for the engine.
Determine if ignition timing is over advanced or if
SPARK PLUG OVERHEATING (2) Remove the spark plug using a quality socket
Overheating is indicated by a white or gray center with a rubber or foam insert.
electrode insulator that also appears blistered (Fig. (3) Inspect the spark plug condition. Refer to
29). The increase in electrode gap will be consider- Spark Plugs Conditions.
ably in excess of 0.001 inch per 2000 miles of opera-
tion. This suggests that a plug with a cooler heat
range rating should be used. Over advanced ignition
CLEAN I N G
timing, detonation and cooling system malfunctions
can also cause spark plug overheating. CLEANING SPARK PLUGS
The plugs may be cleaned using commercially
available spark plug cleaning equipment. After clean-
ing, file the center electrode flat with a small point
file or jewelers file before adjusting gap.
CAUTION: Never use a motorized wire wheel brush

to clean the spark plugs. Metallic deposits will
remain on the spark plug insulator and will cause
plug misfire.
INSTALLATION
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion. This may result
in a change in the spark plug gap, or a cracked por-
celain insulator.
Fig. 29 Spark Plug Overheating When replacing the spark plug and ignition coil
1 - BLISTERED WHITE OR GRAY COLORED INSULATOR cables, route the cables correctly and secure them in
the appropriate retainers. Failure to route the cables
REMOVAL properly can cause the radio to reproduce ignition
noise. It could cause cross ignition of the spark plugs,
2. 4L or short circuit the cables to ground.
If spark plug for #2 or #3 cylinder is being
removed, throttle body must be removed. Refer to
2. 4L
Throttle Body Removal.
CAUTION: Spark plug tightening on the 2.4L is
(1) Remove air cleaner tube and housing.
torque critical. The plugs are equipped with tapered
(2) Twist secondary cable at cylinder head to break
seats. Do not exceed 15 ft. lbs. torque.
loose at spark plug. Remove cable from plug.
(3) Prior to removing spark plug, spray com- Special care should be taken when installing spark
pressed air into cylinder head opening. This will help plugs into the cylinder head spark plug wells. Be
prevent foreign material from entering combustion sure the plugs do not drop into the plug wells as elec-
chamber. trodes can be damaged.
(4) Remove spark plug from cylinder head using a Always tighten spark plugs to the specified torque.
quality socket with a rubber or foam insert. Over tightening can cause distortion resulting in a
(5) Inspect spark plug condition. Refer to Spark change in the spark plug gap or a cracked porcelain
Plug Conditions. insulator.
(1) Start the spark plug into the cylinder head by
4. 0L hand to avoid cross threading.
On the 4.0L 6cylinder engine the spark plugs are (2) Tighten spark plugs. Refer to torque specifica-
located below the coil rail assembly. To gain access to tions.
any/all spark plug(s), refer to Ignition Coil-4.0L (3) Install throttle body (if necessary). Refer to
Engine Removal/Installation. Throttle Body Installation.
(1) Prior to removing the spark plug, spray com- (4) Install air cleaner tube and housing.
pressed air around the spark plug hole and the area
around the spark plug. This will help prevent foreign
material from entering the combustion chamber.
4. 0L When testing secondary cables for damage with an
Special care should be taken when installing spark oscilloscope, follow the instructions of the equipment
plugs into the cylinder head spark plug wells. Be manufacturer.
sure the plugs do not drop into the plug wells as elec- If an oscilloscope is not available, spark plug cables
trodes can be damaged. may be tested as follows:
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion resulting in a CAUTION: Do not leave any one spark plug cable
change in the spark plug gap or a cracked porcelain disconnected for longer than necessary during test-
insulator. ing. This may cause possible heat damage to the
(1) Start the spark plug into the cylinder head by catalytic converter. Total test time must not exceed
hand to avoid cross threading. ten minutes.
(2) Tighten spark plugs. Refer to torque specifica-
With the engine running, remove spark plug cable
tions.
from spark plug (one at a time) and hold next to a
(3) Install coil rail. Refer to Ignition Coil-4.0L
good engine ground. If the cable and spark plug are
Engine Removal/Installation.
in good condition, the engine rpm should drop and
the engine will run poorly. If engine rpm does not
SPARK PLU G CABLE drop, the cable and/or spark plug may not be operat-
ing properly and should be replaced. Also check
engine cylinder compression.
DESCRIPTION
With the engine not running, connect one end of a
Spark plug cables are used only on the 2.4L 4cyl-
test probe to a good ground. Start the engine and run
inder engine. They are sometimes referred to as sec-
the other end of the test probe along the entire
ondary ignition wires.
length of all spark plug cables. If cables are cracked
or punctured, there will be a noticeable spark jump
OPERATION from the damaged area to the test probe. Cracked,
2.4L 4cylinder engine only: The spark plug cables
damaged or faulty cables should be replaced with
transfer electrical current from the ignition coil(s)
resistance type cable. This can be identified by the
and/or distributor, to individual spark plugs at each
words ELECTRONIC SUPPRESSION printed on the
cylinder. The resistive spark plug cables are of non-
cable jacket.
metallic construction. The cables provide suppression
Use an ohmmeter to test for open circuits, exces-
of radio frequency emissions from the ignition sys-
sive resistance or loose terminals. Remove the cable
tem.
at ignition coil, and from spark plug. Connect ohm-
meter to each end of cable. Resistance should be 250
DIAGNOSIS AND TESTING to 1000 Ohms per inch of cable. If resistance is not
within specifications as found in the SPARK PLUG
TESTING
CABLE RESISTANCE chart, replace the cable. Test
Check the spark plug cable connections for good all spark plug cables in this manner.
contact at the coil(s) and spark plugs. Terminals
should be fully seated. The insulators should be in SPARK PLU G CABLE RESI STAN CE
good condition and should fit tightly on the coil and
spark plugs. Spark plug cables with insulators that MINIMUM MAXIMUM
are cracked or torn must be replaced.
Clean high voltage ignition cables with a cloth 250 Ohms Per Inch 1000 Ohms Per Inch
moistened with a non-flammable solvent. Wipe the 3000 Ohms Per Foot 12,000 Ohms Per Foot
cables dry. Check for brittle or cracked insulation.
SPARK PLU G CABLE (Cont inue d)
REMOVAL - 2. 4L
CAUTION: When disconnecting a high voltage cable
from a spark plug or from the distributor cap, twist
the rubber boot slightly (1/2 turn) to break it loose
(Fig. 30).
(1) Grasp the boot (not the cable) and pull it off
with a steady, even force.
INSTALLATION
(1) Push the cable firmly onto the sparkplug.
Fig. 30 CABLE REMOVAL

1 - SPARK PLUG CABLE AND BOOT
2 - SPARK PLUG BOOT PULLER
3 - TWIST AND PULL
4 - SPARK PLUG
TJ INSTRUMENT CLUSTER 8J - 1
INSTRUMENT CLUSTER
page page
INSTRUMENT CLUSTER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DIAGNOSIS AND TESTING - HIGH BEAM
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 30
DIAGNOSIS AND TESTING - INSTRUMENT LOW FUEL INDICATOR
CLUSTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 31
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 17 MALFUNCTION INDICATOR LAMP (MIL)
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 32
ABS INDICATOR ODOMETER
DIAGNOSIS AND TESTING - ABS INDICATOR . 20 OIL PRESSURE GAUGE
AIRBAG INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 34
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 REAR LOCK INDICATOR
BRAKE/PARK BRAKE INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 35
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 SEATBELT INDICATOR
DIAGNOSIS AND TESTING - BRAKE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 36
INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . 23 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
CHECK GAUGES INDICATOR SHIFT INDICATOR (TRANSFER CASE)
CRUISE INDICATOR DIAGNOSIS AND TESTING - 4WD INDICATOR . 38
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 25 SKIS INDICATOR
ENGINE TEMPERATURE GAUGE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 25 SPEEDOMETER
FOG LAMP INDICATOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 26 TACHOMETER
DIAGNOSIS AND TESTING - FRONT/REAR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
FOG LAMP INDICATOR . . . . . . . . . . . . . . . . . 27 TURN SIGNAL INDICATOR
FRONT LOCK INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 41
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 UPSHIFT INDICATOR
FUEL GAUGE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 42
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 VOLTAGE GAUGE
HIGH BEAM INDICATOR DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 43
8J - 2 INSTRUMENT CLUSTER TJ
I N ST RU M EN T CLU ST ER
DESCRIPTION
Fig. 2 Instrument Cluster Components

1 - REAR COVER
2 - CLUSTER HOUSING
3 - CLUSTER HOOD & MASK
4 - CLUSTER LENS
Fig. 1 Instrument Cluster 5 - SWITCH BUTTON BOOT
1 - CLUSTER BEZEL
2 - INSTRUMENT CLUSTER housing with five integral latch formations around its
perimeter.
The instrument cluster for this model is an Elec-
The rear of the cluster housing and the EMIC elec-
troMechanical Instrument Cluster (EMIC) that is
tronic circuitry are protected by a molded plastic rear
located in the instrument panel above the steering
cover, which is secured to the cluster housing with
column opening, directly in front of the driver (Fig.
two screws, eight integral latch formations around its
1). The remainder of the EMIC, including the mounts
perimeter, and a single latch that is integral to the
and the electrical connections, are concealed within
cluster housing. The rear cover includes clearance
the instrument panel behind the cluster bezel.
holes for service access to each of the five general
Besides analog gauges and indicators, the EMIC
illumination lighting and the one high beam indica-
module incorporates a blue-green digital Vacuum
tor incandescent bulb and bulb holder units installed
Fluorescent Display (VFD) unit for displaying odom-
on the cluster circuit board, and for the two color-
eter/trip odometer information and certain diagnostic
coded cluster connector receptacles. The connector
information. The instrument cluster for this model
receptacles on the back of the cluster electronic cir-
also includes the hardware and software necessary to
cuit board connect the EMIC to the vehicle electrical
serve as an electronic body control module.
system through two take outs with color-coded con-
The EMIC gauges and indicators are visible
nectors from the instrument panel wire harness.
through a dedicated opening in the cluster bezel on
Sandwiched between the rear cover and the lens,
the instrument panel and are protected by a clear
hood and mask unit is the cluster housing. The
plastic cluster lens (Fig. 2). Eight integral latch for-
molded plastic cluster housing serves as the carrier
mations around the outer perimeter of the lens
for the cluster circuit board and circuitry, the cluster
secure the lens unit to the cluster hood and the clus-
connector receptacles, the gauges, a Light Emitting
ter housing. On the lower edge of the cluster lens
Diode (LED) for each cluster indicator, the VFD unit,
just right of center, a small molded rubber boot cov-
an audible tone generator, the cluster overlay, the
ers the odometer/trip odometer switch button and
gauge pointers, the odometer/trip odometer switch
seals a dedicated pocketed hole in the lens through
and the switch button. The molded plastic EMIC
which the switch button protrudes. Just behind the
housing has four integral mounting tabs, two on the
cluster lens is the cluster hood and an integral clus-
lower outboard edges of the housing and one on each
ter mask, which are constructed of molded black
side. A screw through each of these four mounting
plastic. The cluster hood serves as a visor and shields
tabs secures the EMIC to the instrument panel struc-
the face of the cluster from ambient light and reflec-
tural support.
tions to reduce glare, while the cluster mask trims
The cluster overlay is a laminated plastic unit. The
the outside perimeter of the cluster overlay. The clus-
dark, visible, outer surface of the overlay is marked
ter hood and mask unit is secured to the cluster
with all of the gauge dial faces and graduations, but
I N ST RU M EN T CLU ST ER (Cont inue d)
this layer is also translucent. The darkness of this Electronic Pinion Factor - The EMIC stores
outer layer prevents the cluster from appearing clut- the tire size, axle ratio, and transfer case type infor-
tered or busy by concealing the cluster indicators mation for use in calibrating the proper vehicle speed
that are not illuminated, while the translucence of and distance values for display by the speedometer
this layer allows those indicators and icons that are and odometer, as well as for use by other electronic
illuminated to be readily visible. The underlying modules in the vehicle. The EMIC provides this
layer of the overlay is opaque and allows light from information when requested by other modules over
the LED or incandescent lamp for each of the various the PCI data bus. Changing the electronic pinion fac-
indicators and the incandescent illumination lamps tor settings of the EMIC requires the use of a
behind it to be visible through the outer layer of the DRBIIIt scan tool. Refer to the appropriate diagnos-
overlay only through predetermined stencil-like cut- tic information.
outs. A rectangular opening near the base of the Interior Lamp Load Shedding - The EMIC
overlay between the speedometer and tachometer provides a battery saver feature which will automat-
dial faces has a smoked clear lens through which the ically turn off all interior lamps that remain on after
illuminated VFD unit can be viewed. a timed interval of about twenty minutes.
Several versions of the EMIC module are offered Interior Lighting Control - The EMIC moni-
on this model. These versions accommodate all of the tors inputs from the interior lighting switch and the
variations of optional equipment and regulatory door ajar switches to provide courtesy lamp control.
requirements for the various markets in which the This includes support for a timed illuminated entry
vehicle will be offered. The microprocessor-based with a theater-style fade-to-off feature.
EMIC utilizes integrated circuitry and information Panel Lamps Dimming Control - The EMIC
carried on the Programmable Communications Inter- provides a hard wired 12-volt Pulse-Width Modulated
face (PCI) data bus network along with several hard (PWM) output that synchronizes the dimming level
wired analog and multiplexed inputs to monitor sen- of all panel lamps dimmer controlled lamps with that
sors and switches throughout the vehicle. In response of the cluster illumination lamps. This includes pro-
to those inputs, the internal circuitry and program- viding features such as VFD unit illumination when
ming of the EMIC allow it to control and integrate a door is ajar (rental car mode), radio illumination
many electronic functions and features of the vehicle control, a parade mode, and one step dimmable front
through both hard wired outputs and the transmis- and rear lock, cruise, four-wheel drive, and upshift
sion of electronic message outputs to other electronic indicators.
modules in the vehicle over the PCI data bus. (Refer Rear Window Defogger Control - The EMIC
to 8 - ELECTRICAL/ELECTRONIC CONTROL provides control and timer functions for the output to
MODULES/COMMUNICATION - DESCRIPTION - the rear window defogger on vehicles so equipped,
PCI BUS). which eliminates the need for a separate control and
Besides typical instrument cluster gauge and indi- timer module for the rear window defogger system.
cator support, the electronic functions and features (Refer to 8 - ELECTRICAL/WINDOW DEFOGGER -
that the EMIC supports or controls include the fol- DESCRIPTION).
lowing: Vacuum Fluorescent Display Synchroniza-
Audible Warnings - The EMIC electronic cir- tion - The EMIC transmits electronic panel lamp
cuit board is equipped with an audible tone generator dimming level messages which allows all other elec-
and programming that allows it to provide various tronic modules with Vacuum Fluorescent Display
audible chime tone alerts to the vehicle operator. (VFD) units on the PCI data bus to coordinate their
(Refer to 8 - ELECTRICAL/CHIME/BUZZER - illumination intensity with that of the EMIC VFD
DESCRIPTION). unit.
Audio System Cabin Equalization - The The EMIC houses six analog gauges and has pro-
EMIC stores the cabin equalization curves for vari- visions for up to seventeen indicators (Fig. 3). The
ous optional speaker system architectures for use by EMIC includes the following analog gauges:
the radio. The EMIC provides this information when Coolant Temperature Gauge
requested by the radio over the PCI data bus. Chang- Fuel Gauge
ing the cabin equalization settings of the EMIC Oil Pressure Gauge
requires the use of a DRBIIIt scan tool. Refer to the Speedometer
appropriate diagnostic information. Tachometer
Axle Locker Control - The EMIC provides the Voltage Gauge
logic that controls the operation of the rear and front Some of the EMIC indicators are automatically
axle locker feature found on models equipped with configured when the EMIC is connected to the vehi-
the optional off-road package. cle electrical system for compatibility with certain
optional equipment or equipment required for regula- Malfunction Indicator Lamp (MIL)
tory purposes in certain markets. While each EMIC Rear Lock Indicator (with Off-Road Pack-
may have provisions for indicators to support every age only)
available option, the configurable indicators will not Seatbelt Indicator
be functional in a vehicle that does not have the Sentry Key Immobilizer System (SKIS)
equipment that an indicator supports. The EMIC Indicator (with SKIS only)
includes provisions for the following indicators Turn Signal (Right and Left) Indicators
(Fig. 3): Upshift Indicator (with Manual Transmis-
Airbag Indicator (with Airbag System only) sion only)
Antilock Brake System (ABS) Indicator The EMIC high beam indicator is illuminated by a
(with ABS brakes only) dedicated incandescent bulb. Each remaining indica-
Brake Indicator tor in the EMIC is illuminated by a dedicated LED
Check Gauges Indicator that is soldered onto the EMIC electronic circuit
Cruise Indicator (with Speed Control only) board. The LED units are not available for service
Fog Lamp Indicator (with Front or Rear replacement and, if damaged or faulty, the entire
Fog Lamps only) EMIC must be replaced. Cluster illumination is
Four-Wheel Drive (4WD) Indicator accomplished by dimmable incandescent back light-
Front Lock Indicator (with Off-Road Pack- ing, which illuminates the gauges for visibility when
age only) the exterior lighting is turned on. Each of the incan-
High Beam Indicator descent bulbs is secured by an integral bulb holder to
Low Fuel Indicator
Fig. 3 Gauges & Indicators

1 - FOG LAMP INDICATOR 14 - 4WD INDICATOR
2 - VOLTAGE GAUGE 15 - UPSHIFT INDICATOR
3 - CRUISE INDICATOR 16 - ENGINE TEMPERATURE GAUGE
4 - SKIS INDICATOR 17 - AIRBAG INDICATOR
5 - TACHOMETER 18 - CHECK GAUGES INDICATOR
6 - LEFT TURN INDICATOR 19 - MALFUNCTION INDICATOR LAMP
7 - HIGH BEAM INDICATOR 20 - ODOMETER/TRIP ODOMETER SWITCH BUTTON
8 - SEATBELT INDICATOR 21 - ODOMETER/TRIP ODOMETER DISPLAY
9 - RIGHT TURN INDICATOR 22 - ABS INDICATOR
10 - SPEEDOMETER 23 - BRAKE INDICATOR
11 - FRONT LOCK INDICATOR 24 - LOW FUEL INDICATOR
12 - REAR LOCK INDICATOR 25 - FUEL GAUGE
13 - OIL PRESSURE GAUGE
the electronic circuit board from the back of the clus- electronic messages that are transmitted by other
ter housing. electronic modules over the Programmable Commuta-
Hard wired circuitry connects the EMIC to the tions Interface (PCI) data bus network. (Refer to 8 -
electrical system of the vehicle. These hard wired cir- ELECTRICAL/ELECTRONIC CONTROL MOD-
cuits are integral to several wire harnesses, which ULES/COMMUNICATION - OPERATION).
are routed throughout the vehicle and retained by The EMIC microprocessor smooths the input data
many different methods. These circuits may be con- using algorithms to provide gauge readings that are
nected to each other, to the vehicle electrical system accurate, stable, and responsive to operating condi-
and to the EMIC through the use of a combination of tions. These algorithms are designed to provide
soldered splices, splice block connectors, and many gauge readings during normal operation that are con-
different types of wire harness terminal connectors sistent with customer expectations. However, when
and insulators. Refer to the appropriate wiring infor- abnormal conditions exist, such as low/high battery
mation. The wiring information includes wiring dia- voltage, low oil pressure, or high coolant tempera-
grams, proper wire and connector repair procedures, ture, the algorithm can drive the gauge pointer to an
further details on wire harness routing and reten- extreme position and the microprocessor can turn on
tion, as well as pin-out and location views for the the Check Gauges indicator and/or sound a chime
various wire harness connectors, splices and grounds. through the on-board tone generator to provide dis-
The EMIC modules for this model are serviced only tinct visual and/or audible indications of a problem to
as complete units. The EMIC module cannot be the vehicle operator. The instrument cluster circuitry
adjusted or repaired. If a gauge, an LED indicator, a may also produce audible warnings for other elec-
VFD unit, the electronic circuit board, the circuit tronic modules in the vehicle based upon electronic
board hardware, the cluster overlay, or the EMIC tone request messages received over the PCI data
housing are damaged or faulty, the entire EMIC mod- bus. Each audible warning is intended to provide the
ule must be replaced. The cluster lens, the cluster vehicle operator with an audible alert to supplement
hood and mask unit, the cluster housing rear cover, a visual indication.
the odometer/trip odometer switch button boot, and The EMIC circuitry operates on battery current
the incandescent lamp bulbs with holders are avail- received through the Ignition-Off Draw (IOD) fuse in
able for individual service replacement. the Power Distribution Center (PDC) on a non-
switched fused B(+) circuit, and on battery current
OPERATION received through a fuse in the fuse block on a fused
The ElectroMechanical Instrument Cluster (EMIC) ignition switch output (run-start) circuit. This
in this model also includes the hardware and soft- arrangement allows the EMIC to provide some fea-
ware necessary to serve as the electronic body control tures regardless of the ignition switch position, while
module. The following information deals primarily other features will operate only with the ignition
with the instrument cluster functions of this unit. switch in the On or Start positions. The EMIC cir-
Additional details of the electronic body control func- cuitry is grounded through a ground circuit and take
tions of this unit may be found within the service out of the instrument panel wire harness with an
information for the system or component that the eyelet terminal connector that is secured under a
EMIC controls. For example: Additional details of the ground screw to the back of the instrument panel
audible warning functions of the EMIC are found structural support near the lower left corner of the
within the Chime/Buzzer service information. instrument panel, just inboard of the left instrument
The EMIC is designed to allow the vehicle operator panel end bracket.
to monitor the conditions of many of the vehicle com- The EMIC also has a self-diagnostic actuator test
ponents and operating systems. The gauges and indi- capability, which will test each of the PCI bus mes-
cators in the EMIC provide valuable information sage-controlled functions of the cluster by lighting
about the various standard and optional powertrains, the appropriate indicators, positioning the gauge nee-
fuel and emissions systems, cooling systems, lighting dles at several predetermined calibration points
systems, safety systems, and many other convenience across the gauge faces, and illuminating all segments
items. The EMIC is installed in the instrument panel of the odometer/trip odometer Vacuum-Fluorescent
so that all of these monitors can be easily viewed by Display (VFD) unit. (Refer to 8 - ELECTRICAL/IN-
the vehicle operator when driving, while still allow- STRUMENT CLUSTER - DIAGNOSIS AND TEST-
ing relative ease of access for service. The micropro- ING). See the owners manual in the vehicle glove
cessor-based EMIC hardware and software uses box for more information on the features, use and
various inputs to control the gauges and indicators operation of the EMIC.
visible on the face of the cluster. Some of these
inputs are hard wired, but most are in the form of
GAUGES nation intensity of other VFD units with that of the
All gauges receive battery current through the unit in the EMIC by sending electronic dimming
EMIC circuitry only when the ignition switch is in level messages to other electronic modules in the
the On or Start positions. With the ignition switch in vehicle over the PCI data bus.
the Off position battery current is not supplied to The EMIC VFD unit has several display capabili-
any gauges, and the EMIC circuitry is programmed ties including odometer, trip odometer, software ver-
to move all of the gauge needles back to the low end sion, and can display various diagnostic information
of their respective scales. Therefore, the gauges do when certain fault conditions exist. An odometer/trip
not accurately indicate any vehicle condition unless odometer switch on the EMIC circuit board is used to
the ignition switch is in the On or Start positions. control some of the display modes. This switch is
All of the EMIC gauges are air core magnetic actuated manually by depressing the odometer/trip
units. Two fixed electromagnetic coils are located odometer switch button that extends through the
within each gauge. These coils are wrapped at right lower edge of the cluster lens, just right of center.
angles to each other around a movable permanent Actuating this switch momentarily with the ignition
magnet. The movable magnet is suspended within switch in the On position will toggle the VFD
the coils on one end of a pivot shaft, while the gauge between the odometer and trip odometer modes.
needle is attached to the other end of the shaft. One Depressing the switch button for about two seconds
of the coils has a fixed current flowing through it to while the VFD is in the trip odometer mode will
maintain a constant magnetic field strength. Current reset the trip odometer value to zero. Holding this
flow through the second coil changes, which causes switch depressed while turning the ignition switch
changes in its magnetic field strength. The current from the Off position to the On position will initiate
flowing through the second coil is changed by the the EMIC self-diagnostic actuator test. Refer to the
EMIC circuitry in response to messages received over appropriate diagnostic information for additional
the PCI data bus. The gauge needle moves as the details on this VFD function. The EMIC microproces-
movable permanent magnet aligns itself to the sor remembers which display mode is active when
changing magnetic fields created around it by the the ignition switch is turned to the Off position, and
electromagnets. returns the VFD display to that mode when the igni-
The gauges are diagnosed using the EMIC self-dition switch is turned On again.
agnostic actuator test. (Refer to 8 - ELECTRICAL/ The VFD is diagnosed using the EMIC self-diag-
INSTRUMENT CLUSTER - DIAGNOSIS AND nostic actuator test. (Refer to 8 - ELECTRICAL/IN-
TESTING). Proper testing of the PCI data bus and STRUMENT CLUSTER - DIAGNOSIS AND
the electronic data bus message inputs to the EMIC TESTING). Proper testing of the PCI data bus and
that control each gauge require the use of a DRBIIIt the electronic data bus message inputs to the EMIC
scan tool. Refer to the appropriate diagnostic infor- that control some of the VFD functions requires the
mation. Specific operation details for each gauge may use of a DRBIIIt scan tool. Refer to the appropriate
be found elsewhere in this service information. diagnostic information. Specific operation details for
the odometer and trip odometer functions of the VFD
VACUUM-FLUORESCENT DISPLAY may be found elsewhere in this service information.
The Vacuum-Fluorescent Display (VFD) unit is sol-
dered to the EMIC electronic circuit board. With the INDICATORS
ignition switch in the Off or Accessory positions, the Indicators are located in various positions within
odometer display is activated when either door is the EMIC and are all connected to the EMIC elec-
opened (Rental Car mode) and is deactivated after tronic circuit board. The antilock brake system indi-
both doors are closed. If a door is left open with the cator, headlamp high beam indicator, fog lamp
ignition switch in any position except On or Start, indicator, and turn signal indicators operate based
the VFD will remain illuminated until the interior upon hard wired inputs to the EMIC. The brake indi-
lights control battery saver (load shedding) timer cator is controlled by the EMIC programming and
expires after about twenty minutes. Otherwise, the hard wired park brake and brake warning indicator
display unit is active when the ignition switch is in switch inputs to the EMIC. In vehicles without the
the On or Start positions, and inactive when the igni- optional off-road package the four-wheel drive indica-
tion switch is in the Off or Accessory positions. tor is controlled by a hard wired input from the
The illumination intensity of the VFD unit is con- transfer case switch, while in vehicles equipped with
trolled by the EMIC circuitry based upon an input the off-road package this indicator is controlled by
from the headlamp switch circuitry and a dimming PCI data bus messages from the Powertrain Control
level input received from the panel lamp dimmer Module (PCM). The rear and front lock indicators are
switch circuitry. The EMIC synchronizes the illumi- controlled by the EMIC programming and hard wired
inputs from the axle locker switch and the rear/front requires the use of a DRBIIIt scan tool. Refer to the
locker indicator switches. The seatbelt indicator is appropriate diagnostic information. Specific details of
controlled by the EMIC programming and a hard the operation for each indicator may be found else-
wired seat belt switch input to the EMIC. The Mal- where in this service information.
function Indicator Lamp (MIL) is normally controlled
by PCI data bus messages from the PCM; however, if CLUSTER ILLUMINATION
the EMIC loses PCI data bus communications, the The EMIC has several illumination lamps that are
EMIC circuitry will automatically turn the MIL on illuminated when the exterior lighting is turned on
and display the message no BuS in the odometer with the headlamp switch circuitry of the left multi-
VFD unit until PCI data bus communication is function switch. The illumination intensity of these
restored. The EMIC uses PCI data bus messages lamps is adjusted when the interior lamps control
from the PCM, Airbag Control Module (ACM), and ring on the left multi-function switch control stalk is
the Sentry Key Immobilizer Module (SKIM) to con- rotated (downward to dim, upward to brighten). In
trol all of the remaining indicators. response to that input, an analog/digital (A/D) con-
The various EMIC indicators are controlled by dif- verter in the EMIC converts the analog panel lamps
ferent strategies; some receive fused ignition switch dimmer resistor multiplexed input from the left
output from the EMIC circuitry and have a switched multi-function switch into a digital dimming level
ground, others are grounded through the EMIC cir- message and a 12-volt Pulse-Width Modulated
cuitry and have a switched battery feed. However, all (PWM) output. The EMIC uses the PWM output to
indicators except those for the antilock brake system, power the cluster illumination lamps and the VFD
turn signals, and fog lamps are completely controlled unit on the EMIC circuit board, then provides a syn-
by the EMIC microprocessor based upon various hard chronized PWM output on the hard wired fused
wired and electronic message inputs. The cruise, panel lamp feed output circuit to control and syn-
four-wheel drive, upshift and both axle lock indica- chronize the illumination intensity of other incandes-
tors are one-step dimmable based upon an input to cent illumination lamps in the vehicle. The cluster
the EMIC from the headlamp switch circuitry. When illumination lamps are grounded at all times.
the exterior lamps are off, these indicators are illu- The EMIC also sends electronic dimming level
minated at a fixed maximum intensity; and, when messages over the PCI data bus to other electronic
the exterior lamps are on, these indicators are modules in the vehicle to control and synchronize the
dimmed by the EMIC to a fixed lower intensity. All illumination intensity of their VFD units with that of
remaining indicators are illuminated at a fixed inten- the EMIC VFD unit. In addition, the interior lamps
sity, which is not affected by the status of the exte- control ring on the left multi-function switch control
rior lighting or the selected illumination intensity of stalk has a Parade Mode position to provide a parade
the EMIC general illumination lamps. mode. The EMIC monitors the request for this mode
In addition, certain indicators in this instrument from the left multi-function switch, then sends an
cluster are automatically configured or self-config- electronic dimming level message over the PCI data
ured. This feature allows the configurable indicators bus to illuminate all VFD units in the vehicle at full
to be enabled by the EMIC circuitry for compatibility (daytime) intensity for easier visibility when driving
with certain optional equipment. The airbag indica- in daylight with the exterior lighting turned on.
tor, cruise indicator, and the Sentry Key Immobilizer The hard wired left multi-function switch cluster
System (SKIS) indicator are automatically config- illumination inputs and the EMIC fused panel lamp
ured. The automatically configured or self-configured feed output may be diagnosed using conventional
indicators remain latent in each EMIC at all times diagnostic methods. However, proper testing of the
and will be active only when the EMIC receives the PWM control of the EMIC and the electronic dim-
appropriate PCI message inputs for that optional sys- ming level messages sent by the EMIC over the PCI
tem or equipment. Once a configurable indicator is data bus requires the use of a DRBIIIt scan tool.
enabled by the EMIC, it is learned and stored in Refer to the appropriate diagnostic information.
cluster memory for the remainder of the cluster life.
The hard wired indicator inputs may be diagnosed AUDIO SYSTEM CABIN EQUALIZATION
using conventional diagnostic methods. However, the Each time the EMIC receives an electronic cabin
EMIC circuitry and PCI bus message controlled indi- equalization request message from the radio over the
cators are diagnosed using the EMIC self-diagnostic PCI data bus, it provides an electronic response to
actuator test. (Refer to 8 - ELECTRICAL/INSTRU- the radio containing the appropriate equalization
MENT CLUSTER - DIAGNOSIS AND TESTING). curve information. Because there are numerous
Proper testing of the PCI data bus and the electronic optional radios which are common to many platforms
message inputs to the EMIC that control an indicator and available with various speaker architectures,
each radio contains a Digital Signal Processing (DSP) switch are unaffected and the locked axles remain
microprocessor chip. This DSP chip uses the equal- locked. However, an unlocked axle cannot be locked
ization curve information to optimize the radios until the vehicle speed is reduced and the enable 2
sound output characteristics for the unique cabin and circuit is again activated.
speaker architecture found within the particular In addition, once activated, both enable circuits
vehicle into which the radio has been installed. will remain active regardless of the status of the
Proper testing of the PCI data bus and the elec- ignition switch input. Therefore, any locked axle will
tronic data bus message inputs to and outputs from remain locked and the various components of the
the EMIC that control audio system cabin equaliza- axle locker system will remain functional after the
tion requires the use of a DRBIIIt scan tool. Refer to ignition switch is turned to the Off position. How-
the appropriate diagnostic information. ever, while the currently selected axle locker mode
remains active with the ignition switch turned Off, if
AXLE LOCKER CONTROL the key is removed from the ignition lock cylinder,
The EMIC contains a logic circuit and program- Off is the only other axle locker mode that can be
ming to perform the axle locker control functions for selected with the axle lock switch. For as long as the
models equipped with the optional off-road package. key is removed from the ignition lock cylinder, the
The EMIC monitors hard wired inputs from the igni- cluster logic will interpret any revision to the input
tion switch on the fused ignition switch output (run- status of either request circuit from the axle lock
start) circuit and the key-in ignition switch on the switch as a cancellation request and will deactivate
key-in ignition switch sense circuit. The EMIC also the enable 1 circuit and all outputs from the axle
monitors vehicle speed and transfer case shift posi- lock switch are dropped, causing both axles to
tion switch electronic message inputs received from unlock. Otherwise, once locked, any locked axle will
the Powertrain Control Module (PCM) over the PCI remain locked until the axle lock switch is deacti-
data bus. The internal programming of the EMIC vated (enable 1 circuit is deactivated), or until the
then determines whether to activate or deactivate Off mode is manually selected by moving the axle
the axle locker function by enabling or disabling the lock switch rocker to the Off position. The EMIC also
axle lock switch located in the instrument panel provides the vehicle operator with distinct visual
accessory switch bezel. and/or audible indications as to the current status of
The EMIC programming controls the axle lock the axle locker system through chime warnings and
switch through two separate axle lock switch enable illumination of the rear/front lock indicators in the
circuits, enable 1 and enable 2. In all cases, the cluster as outlined elsewhere in this service informa-
EMIC will not activate either enable circuit if there tion.
are any transfer case shift position switch or vehicle The hard wired input and output circuits of the
speed sensor faults present. Whenever the ignition EMIC axle locker control may be diagnosed using
switch is in the On or Start positions, the key is in conventional diagnostic methods. However, proper
the ignition lock cylinder, the transfer case is in 4 X testing of the EMIC programming and the electronic
4 Low range, and the vehicle speed is less than about vehicle speed and transfer case shift position switch
72 kilometers per hour (45 miles per hour) the first messages received by the EMIC over the PCI data
enable (enable 1) circuit is activated. The second bus requires the use of a DRBIIIt scan tool. Refer to
enable (enable 2) circuit is activated only if the vehi- the appropriate diagnostic information.
cle speed is less than about 16 kilometers per hour
(10 miles per hour). When both enable circuits are CHIME SERVICE
activated, the axle lock switch becomes functional. The EMIC is equipped with hardware and software
Once activated, the enable 1 circuit is automati- to provide chime service for all available features in
cally deactivated whenever the transfer case is the chime warning system. Upon receiving the proper
moved out of the 4 X 4 Low range, or if the vehicle chime inputs, the EMIC activates an integral
speed is greater than about 72 kilometers per hour on-board audible tone generator to provide audible
(45 miles per hour). If the enable 1 circuit is deacti- chime tones to the vehicle operator. The chime tone
vated after the rear or the front and rear axle lockers generator in the EMIC is capable of producing single
are engaged, all outputs from the axle lock switch chime tones or repeated chime tones at two different
are dropped causing both axles to unlock. The enable rates: a slow rate of about fifty chime tones per
2 circuit is automatically deactivated whenever the minute, and a fast rate of about 180 chime tones per
vehicle speed is greater than about 16 kilometers per minute. The internal programming of the EMIC
hour (10 miles per hour). If the enable 2 circuit is determines the priority of each chime tone request
deactivated after the rear or the front and rear axle input that is received, as well as the rate and dura-
lockers are engaged, the outputs from the axle lock tion of each chime tone that is to be generated.
The EMIC relies upon hard wired inputs from the circuit. The EMIC control provides a theater-type
door ajar switches, the left multi-function switch, the fade-to-off feature that will slowly dim the courtesy
ignition switch, and the park brake/brake warning lamps about five seconds after both doors are closed.
indicator switches to provide chime service for the The EMIC interior lighting control programming
driver/passenger door ajar warning, the head/park provides an illuminated entry/exit feature by moni-
lights-on reminder, and the key-in ignition reminder. toring the door ajar and ignition switch inputs. When
For the remaining chime warning functions, the a door is opened with the ignition switch in the Off
EMIC uses a combination of hard wired inputs, elec- position, the EMIC turns on the courtesy lamps.
tronic message inputs received from other modules When the ignition switch is turned to the On or Start
over the PCI data bus, and internal programming. positions, the EMIC turns the courtesy lamps off
(Refer to 8 - ELECTRICAL/CHIME/BUZZER - immediately with no theater dimming. When the
OPERATION). ignition switch is turned from the On position to the
The hard wired chime inputs to the EMIC may be Off position, the EMIC turns on the interior lights
diagnosed using conventional diagnostic methods. for about ten seconds or until the ignition switch is
However, proper testing of the EMIC programming again turned to the On or Start positions, whichever
and the electronic chime request messages received occurs first.
by the EMIC over the PCI data bus requires the use The EMIC interior lighting control programming
of a DRBIIIt scan tool. Refer to the appropriate diag- also provides a battery saver feature (load shedding)
nostic information. for the interior lighting. Unless the engine is run-
ning, the EMIC will automatically turn off the inte-
ELECTRONIC PINION FACTOR rior lights if they are left on for more than about
Each time the EMIC receives an electronic pinion twenty minutes, regardless of the status of the igni-
factor request message from the Powertrain Control tion switch, door ajar switch, or left multi-function
Module (PCM) over the PCI data bus, it provides a switch inputs to the cluster.
response to the PCM containing the appropriate elec- The hard wired inputs and output of the EMIC
tronic pinion factor information. Because there are interior lighting control may be diagnosed using con-
numerous optional combinations of tire size, axle ventional diagnostic methods; however, there are no
ratio, and transfer case type which are available for other diagnostic tools available for the EMIC timer
this vehicle, the electronic pinion factor needs to be and logic circuitry. If the input and output compo-
considered for accurate processing of the vehicle nents and circuits of the interior lighting system test
speed and distance information. The instrument clus- OK, but the system fails to operate as designed, the
ter stores the electronic pinion factor information and EMIC must be replaced.
broadcasts it over the PCI data bus upon request by
the PCM. Using this factor and the Vehicle Speed REAR WINDOW DEFOGGER CONTROL
Sensor (VSS) input, the PCM then calculates the The EMIC contains an integral timer and logic cir-
proper vehicle speed and distance information, and cuit to perform the rear window defogger timer and
transmits the appropriate electronic vehicle speed control functions for the optional rear window defog-
messages over the PCI data bus for use by other elec- ger system. The EMIC uses a hard wired input from
tronic modules in the vehicle. the rear window defogger switch on the rear window
Proper testing of the PCI data bus and the elec- defogger switch sense circuit and its control logic to
tronic data bus message inputs to and outputs from determine the correct output to the rear window
the EMIC that control the electronic pinion factor defogger relay. The EMIC controls the ground path of
function requires the use of a DRBIIIt scan tool. the rear window defogger relay control coil through
Refer to the appropriate diagnostic information. an output on the rear window defogger relay control
circuit.
INTERIOR LIGHTING CONTROL The EMIC is programmed to interpret each
The EMIC contains an integral timer and logic cir- momentary ground signal it receives on the rear win-
cuit to perform both timer and control functions for dow defogger switch sense circuit as a request to
the interior courtesy lamps. The EMIC uses hard change the current state of the output on the rear
wired inputs from the ignition switch, both door ajar window defogger relay control circuit. Therefore, with
switches on separate driver and passenger door ajar the ignition switch in the On position, the first
switch sense circuits, from the resistor multiplexed ground input on the rear window defogger switch
panel lamps dimmer circuitry of the left multi-func- sense circuit turns the system On, the second ground
tion switch on the panel lamps dimmer signal circuit input turns the system Off, and so forth. Once the
and its control logic to provide a battery current out- rear window defogger system has been turned On, it
put to the courtesy lamps on a courtesy lamp feed can be turned off manually by depressing the rear
window defogger switch a second time or by turning Courtesy Lamp Feed
the ignition switch to the Off position. Axle Lock Switch Enable 1 (w/Off-Road
The timer function of the EMIC will also automat- Package Only)
ically turn the rear window defogger system Off. The Axle Lock Switch Enable 2 (w/Off-Road
timer turns the system Off after about ten minutes of Package Only)
operation; however, after the first timed interval has Panel Lamp Feed
expired, each time the system is turned On again Rear Window Defogger Relay Control
during that same ignition cycle, the timer will auto- Refer to the appropriate wiring information for
matically turn it Off after about five minutes of oper- additional details.
ation.
The hard wired input and output of the EMIC rear GROUNDS
window defogger control may be diagnosed using con- The EMIC receives a ground path through the fol-
ventional diagnostic methods; however, there are no lowing hard wired circuit:
other diagnostic tools available for the EMIC rear Ground - G201
window defogger timer and logic circuitry. If the Refer to the appropriate wiring information for
input and output components and circuits of the rear additional details.
window defogger system test OK, but the system
fails to operate as designed, the EMIC must be COMMUNICATION
replaced. The EMIC has the following data bus communica-
tion circuit:
INPUT AND OUTPUT CIRCUITS PCI Data Bus
Refer to the appropriate wiring information for
HARD WIRED INPUTS additional details.
The hard wired inputs to the EMIC include the fol-
lowing: DIAGNOSIS AND TESTING - INSTRUMENT
ABS Warning Indicator Driver CLUSTER
Brake Warning Indicator Sense If all of the instrument cluster gauges and/or indi-
Driver Door Ajar Switch Sense cators are inoperative, refer to PRELIMINARY
Fog Lamp Feed DIAGNOSIS. If an individual gauge or Programma-
Front Axle Lock Request (w/Off-Road Pack- ble Communications Interface (PCI) data bus mes-
age Only) sage-controlled indicator is inoperative, refer to
Front Lock Indicator Switch Sense (w/Off- ACTUATOR TEST. If an individual hard wired indi-
Road Package Only) cator is inoperative, refer to the diagnosis and testing
Fused B(+) - Ignition-Off Draw information for that specific indicator. If the instru-
Fused Ignition Switch Output (Run-Start) ment cluster interior lighting control function is inop-
Headlamp Switch Output erative, refer to INTERIOR LIGHTING CONTROL
High Beam Indicator Driver DIAGNOSIS. If the axle locker control is inoperative,
Key-In Ignition Switch Sense refer to AXLE LOCKER CONTROL DIAGNOSIS. If
Left Turn Signal the instrument cluster rear window defogger control
Panel Lamps Dimmer Signal function is inoperative, refer to REAR WINDOW
Passenger Door Ajar Switch Sense DEFOGGER CONTROL DIAGNOSIS.
Rear Axle Lock Request (w/Off-Road Pack- Refer to the appropriate wiring information. The
age Only) wiring information includes wiring diagrams, proper
Rear Lock Indicator Switch Sense (w/Off- wire and connector repair procedures, details of wire
Road Package Only) harness routing and retention, connector pin-out
Rear Window Defogger Switch Sense information and location views for the various wire
Right Turn Signal harness connectors, splices and grounds.
Seat Belt Switch Sense
4WD Switch Sense (w/o Off-Road Package
only)
additional details.
HARD WIRED OUTPUTS

The hard wired outputs of the EMIC include the
following:
CAUTION: Instrument clusters used in this model MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
automatically configure themselves for compatibil- CHARGE BEFORE PERFORMING FURTHER DIAG-
ity with the features and optional equipment in the NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
vehicle in which they are initially installed. The TO DISABLE THE SUPPLEMENTAL RESTRAINT
instrument cluster is programmed to do this by SYSTEM. FAILURE TO TAKE THE PROPER PRE-
embedding the Vehicle Identification Number (VIN) CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
and other information critical to proper cluster BAG DEPLOYMENT.
operation into electronic memory. This embedded (1) Check the fused B(+) fuse (Fuse 24 - 10
information is learned through electronic messages ampere) in the Power Distribution Center (PDC). If
received from other electronic modules in the vehi- OK, go to Step 2. If not OK, repair the shorted circuit
cle over the Programmable Communications Inter- or component as required and replace the faulty fuse.
face (PCI) data bus, and through certain hard wired (2) Check for battery voltage at the fused B(+) fuse
inputs received when the cluster is connected to (Fuse 24 - 10 ampere) in the PDC. If OK, go to Step
the vehicle electrically. Once configured, the instru- 3. If not OK, repair the open B(+) circuit between the
ment cluster memory may be irreparably damaged PDC and the battery as required.
and certain irreversible configuration errors may (3) Disconnect and isolate the battery negative
occur if the cluster is connected electrically to cable. Remove the instrument cluster. Reconnect the
another vehicle; or, if an electronic module from battery negative cable. Check for battery voltage at
another vehicle is connected that provides data to the fused B(+) circuit cavity of the instrument panel
the instrument cluster (including odometer values) wire harness connector (Connector C1) for the instru-
that conflicts with that which was previously ment cluster. If OK, refer to ACTUATOR TEST. If
learned and stored. Therefore, the practice of not OK, repair the open fused B(+) circuit between
exchanging (swapping) instrument clusters and the instrument cluster and the PDC as required.
other electronic modules in this vehicle with those (4) Check the fused ignition switch output (run-
removed from another vehicle must always be start) fuse (Fuse 10 - 10 ampere) in the fuse block. If
avoided. Failure to observe this caution may result OK, go to Step 5. If not OK, repair the shorted circuit
in instrument cluster damage, which is not reim- or component as required and replace the faulty fuse.
bursable under the terms of the product warranty. (5) Turn the ignition switch to the On position.
Service replacement instrument clusters are pro- Check for battery voltage at the fused ignition switch
vided with the correct VIN, and the certified odom- output (run-start) fuse (Fuse 10 - 10 ampere) in the
eter value embedded into cluster memory, but will fuse block. If OK, go to Step 6. If not OK, repair the
otherwise be automatically configured for compati- open fused ignition switch output (run-start) circuit
bility with the features and optional equipment in between the fuse block and the ignition switch as
the vehicle in which they are initially installed. required.
(6) Turn the ignition switch to the On position.
Check for battery voltage at the fused ignition switch
NOTE: Certain indicators in this instrument cluster output (run-start) circuit cavity of the instrument
are automatically configured. This feature allows panel wire harness connector (Connector C1) for the
those indicators to be activated for deactivated for instrument cluster. If OK, refer to ACTUATOR TEST.
compatibility with certain optional equipment. If the If not OK, repair the open fused ignition switch out-
problem being diagnosed involves improper illumi- put (run-start) circuit between the instrument cluster
nation of the airbag indicator, the cruise indicator, and the fuse block as required.
or the SKIM indicator when the vehicle does not (7) Check for continuity between the ground cir-
have this equipment, the instrument cluster must cuit cavity of the instrument panel wire harness con-
be replaced with a new unit. nector (Connector C1) for the instrument cluster and
a good ground. There should be continuity. If OK,
PRELIMINARY DIAGNOSIS refer to ACTUATOR TEST. If not OK, repair the
open ground circuit to ground (G201) as required.
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
MENT PANEL COMPONENT DIAGNOSIS OR SER-
VICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
ACTUATOR TEST (3) While still holding the odometer/trip odometer
switch button depressed, turn the ignition switch to
WARNING: TO AVOID PERSONAL INJURY OR the On position, but do not start the engine.
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, (4) Release the odometer/trip odometer switch but-
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- ton.
TEM BEFORE ATTEMPTING ANY STEERING (5) The instrument cluster will automatically
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- begin the actuator test sequence, as follows:
MENT PANEL COMPONENT DIAGNOSIS OR SER- (a) The cluster will generate a single chime tone
VICE. DISCONNECT AND ISOLATE THE BATTERY to confirm the functionality of the chime tone gen-
NEGATIVE (GROUND) CABLE, THEN WAIT TWO erator and the chime control circuitry.
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- (b) The cluster will scroll the number 8 across
CHARGE BEFORE PERFORMING FURTHER DIAG- the odometer/trip odometer VFD to confirm the
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY functionality of all VFD segments and their control
TO DISABLE THE SUPPLEMENTAL RESTRAINT circuitry.
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (c) The cluster will illuminate the decimal point
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- in the odometer/trip odometer VFD to confirm the
BAG DEPLOYMENT. functionality of this VFD segment and its control
circuitry.
The instrument cluster actuator test will put the (d) The cluster will display the EMIC software
instrument cluster into its self-diagnostic mode. In level in the odometer/trip odometer VFD (example:
this mode the instrument cluster can perform a self- SOF 8.9).
diagnostic test that will confirm that the instrument (e) The cluster will display the last six digits
cluster circuitry, the gauges, the PCI data bus mes- (sequence number) of the Vehicle Identification
sage controlled indicators, and the chime tone gener- Number (VIN) in the odometer/trip odometer VFD.
ator are capable of operating as designed. During the (f) If any faults have been set by the cluster, the
actuator test the instrument cluster circuitry will cluster will display the fault information in the
sound the chime tone generator, position each of the odometer/trip odometer VFD INSTRUMENT
gauge needles at various calibration points, illumi- CLUSTER FAILURE MESSAGE. If no faults have
nate all of the segments in the Vacuum-Fluorescent been set, the cluster will scroll no FAULtS across
Display (VFD) unit, turn all of the PCI data bus mes- the odometer/trip odometer VFD.
sage-controlled indicators on and off again, and dis- (g) The cluster will turn on, then off again each
play messages in the VFD for certain faults that of the following indicators, one at a time, in
have been set. It is suggested that a note pad and sequence to confirm the functionality of the indica-
pencil be used to write down any fault information tor and the cluster control circuitry:
that is displayed during the test for reference. High Beam
Successful completion of the actuator test will con- Brake
firm that the instrument cluster is operational. How- Seatbelt
ever, there may still be a problem with the PCI data MIL
bus, the Powertrain Control Module (PCM), the Air- Check Gauges
bag Control Module (ACM), the Sentry Key Immobi- Low Fuel
lizer Module (SKIM), or the inputs to one of these 4WD
electronic control modules. Use a DRBIIIt scan tool SKIS
to diagnose these components. Refer to the appropri- Cruise
ate diagnostic information. Upshift
If an individual gauge does not respond properly, (h) The cluster will sweep the needles for each of
or does not respond at all during the actuator test, the following gauges, one at a time, to several cal-
the instrument cluster should be removed. However, ibration points in sequence to confirm the function-
check that the four screws securing the inoperative ality of the gauge and the cluster control circuitry:
gauge to the instrument cluster electronic circuit Speedometer
board are properly tightened before considering Fuel
instrument cluster replacement. If the gauge mount- Temperature
ing screws check OK, replace the faulty instrument Tachometer
cluster. Voltage
(1) Begin the test with the ignition switch in the Oil Pressure
Off position.
(2) Depress the odometer/trip odometer switch but-
ton.
I N ST RU M EN T CLU ST ER FAI LU RE M ESSAGE
VFD Message Description Correction

9buS b09 PCM - MIL Message The cluster is not receiving a MIL lamp
message from the PCM. A DRBIIIT scan tool
is required for further diagnosis. Refer to the
appropriate diagnostic information.
9buS b19 SKIM - SKIM Message The cluster is not receiving a SKIS lamp
message from the SKIM. A DRBIIIT scan tool
9buS b89 ACM - Airbag Message The cluster is not receiving an Airbag lamp
message from the ACM. A DRBIIIT scan tool
9PanEL OPEn9 Panel Sense - Open Circuit The cluster is not receiving an input from the
the panel lamps dimmer circuitry of the left
multi-function switch on the panel lamps
dimmer signal circuit. Repair the open circuit
or replace the faulty switch as required.
9Airbag9 Telltale Open/Shorted The EMIC airbag indicator is open or shorted.
Replace the faulty cluster.
(6) The actuator test is now completed. The instru- NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
ment cluster will automatically exit the self-diagnos- TO DISABLE THE SUPPLEMENTAL RESTRAINT
tic mode and return to normal operation at the SYSTEM. FAILURE TO TAKE THE PROPER PRE-
completion of the test, if the ignition switch is turned CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
to the Off position during the test, or if a vehicle BAG DEPLOYMENT.
speed message indicating that the vehicle is moving
is received from the PCM over the PCI data bus dur- NOTE: The following tests may not prove conclu-
ing the test. sive in the diagnosis of this system. The most reli-
(7) Go back to Step 1 to repeat the test, if neces- able, efficient, and accurate means to diagnose the
sary. Interior Lighting Control function of the instrument
cluster requires the use of a DRBIIIT scan tool.
INTERIOR LIGHTING CONTROL DIAGNOSIS Refer to the appropriate diagnostic information.
Before performing this test, complete the testing of
each of the hard wired interior lighting switches. (1) Check the door ajar switch output fuse (Fuse 4
Refer to the appropriate wiring information. The wir- - 10 ampere) in the fuse block. If OK, go to Step 2. If
ing information includes wiring diagrams, proper not OK, repair the shorted circuit or component as
wire and connector repair procedures, details of wire required and replace the faulty fuse.
harness routing and retention, connector pin-out (2) Check for continuity between the door ajar
information and location views for the various wire switch output fuse (Fuse 4 - 10 ampere) in the fuse
harness connectors, splices and grounds. block and a good ground. There should be continuity.
If OK, go to Step 3. If not OK, repair the open
WARNING: TO AVOID PERSONAL INJURY OR ground circuit between the fuse block and ground
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, (G300) as required.
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- (3) Disconnect and isolate the battery negative
TEM BEFORE ATTEMPTING ANY STEERING cable. Disconnect the body wire harness connector for
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- the driver and/or passenger door ajar switch from the
MENT PANEL COMPONENT DIAGNOSIS OR SER- switch connector receptacle. Check for continuity
VICE. DISCONNECT AND ISOLATE THE BATTERY between the door ajar switch output circuit cavity of
NEGATIVE (GROUND) CABLE, THEN WAIT TWO the driver or passenger door ajar switch and a good
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- ground. There should be continuity. If OK, go to Step
CHARGE BEFORE PERFORMING FURTHER DIAG- 4. If not OK, repair the open door ajar switch output
circuit between the driver or passenger door ajar WARNING: ON VEHICLES EQUIPPED WITH AIR-
switch and the fuse block as required. BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
(4) Remove the instrument cluster from the instru- SYSTEM BEFORE ATTEMPTING ANY STEERING
ment panel. Disconnect the instrument panel wire WHEEL, STEERING COLUMN, DRIVER AIRBAG,
harness connector (Connector C2) for the instrument PASSENGER AIRBAG, OR INSTRUMENT PANEL
cluster from the cluster connector receptacle. Check COMPONENT DIAGNOSIS OR SERVICE. DISCON-
for continuity between the driver and/or passenger NECT AND ISOLATE THE BATTERY NEGATIVE
door ajar switch sense circuit cavities of the instru- (GROUND) CABLE, THEN WAIT TWO MINUTES FOR
ment panel wire harness connector (Connector C2) THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
for the instrument cluster and a good ground. There PERFORMING FURTHER DIAGNOSIS OR SERVICE.
should be no continuity. If OK, go to Step 5. If not THIS IS THE ONLY SURE WAY TO DISABLE THE
OK, repair the shorted driver and/or passenger door SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
ajar switch sense circuits between the instrument TAKE THE PROPER PRECAUTIONS COULD
cluster and the driver and/or passenger door ajar RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
switches as required. AND POSSIBLE PERSONAL INJURY.
(5) Check for continuity between the driver and/or
passenger door ajar switch sense circuit cavities of (1) Disconnect and isolate the battery negative
the instrument panel wire harness connector (Con- cable. Remove the rear and front axle locker relays
nector C2) for the instrument cluster and the body from their receptacles in the Power Distribution Cen-
wire harness connector for the driver and/or passen- ter (PDC). Remove the axle lock switch from the
ger door ajar switches. There should be continuity. If instrument panel. Disconnect the instrument panel
OK, use a DRBIIIt scan tool to complete the diagno- wire harness connector for the axle lock switch from
sis of the instrument cluster interior lighting control. the switch connector receptacle. Remove the instru-
Refer to the appropriate diagnostic information. If ment cluster from the instrument panel.
not OK, repair the open driver and/or passenger door (2) Check for continuity between each of the rear
ajar switch sense circuits between the instrument and front axle lock request circuit cavities of the
cluster and the driver and/or passenger door ajar appropriate instrument panel wire harness connec-
switches as required. tors (Connector C1 for rear, Connector C2 for front)
for the instrument cluster and a good ground. There
AXLE LOCKER CONTROL DIAGNOSIS should be no continuity. If OK, go to Step 3. If not
If the problem being diagnosed involves a rear or OK, repair the shorted rear or front axle lock request
front lock indicator in the instrument cluster that is circuit between the instrument cluster, the axle lock
blinking on and off, be certain to complete inspection switch, and the rear or front axle locker relay as
of the appropriate front or rear axle locker relays, required.
locker pumps, pneumatic lines, locker indicator (3) Check for continuity between each of the rear
switches, and axle locker mechanisms before per- and/or front axle lock request circuit cavities of the
forming the following tests. If the problem being instrument panel wire harness connectors (Connector
diagnosed involves a rear or front lock indicator in C1 for rear, Connector C2 for front) for the instru-
the instrument cluster that stays on when it should ment cluster, the instrument panel wire harness con-
be off, or stays off when it should be on, complete the nector for the axle lock switch, and the rear or front
testing of the axle locker switch before performing axle locker relay receptacle in the PDC. In each case,
the following tests. there should be continuity. If OK, go to Step 4. If not
These tests will establish the integrity of the hard OK, repair the open rear and/or front axle lock
wired circuits related to the axle locker control func- request circuit between the instrument cluster, the
tion of the instrument cluster. However, proper test- axle lock switch, and the PDC as required.
ing of the instrument cluster programming and the (4) Check for continuity between the axle lock
electronic vehicle speed and transfer case shift posi- switch enable 1 and/or enable 2 circuit cavity of the
tion messages received by the cluster over the PCI instrument panel wire harness connector (Connector
data bus requires the use of a DRBIIIt scan tool. C1 for enable 1, Connector C2 for enable 2) for the
Refer to the appropriate diagnostic information. instrument cluster and a good ground. There should
Refer to the appropriate wiring information. The wir- be no continuity. If OK, go to Step 5. If not OK,
ing information includes wiring diagrams, proper repair the shorted axle lock switch enable 1 or enable
wire and connector repair procedures, details of wire 2 circuit between the instrument cluster and the axle
harness routing and retention, connector pin-out lock switch as required.
information and location views for the various wire (5) Check for continuity between the axle lock
harness connectors, splices and grounds. switch enable 1 and/or enable 2 circuit cavities of the
instrument panel wire harness connector (Connector
C1 for enable 1, Connector C2 for enable 2) for the the various wire harness connectors, splices and
instrument cluster and the instrument panel wire grounds.
harness connector for the axle lock switch. There
should be continuity. If OK, go to Step 6. If not OK, WARNING: TO AVOID PERSONAL INJURY OR
repair the open axle lock switch enable 1 or enable 2 DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
circuit between the instrument cluster and the axle DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
lock switch as required. TEM BEFORE ATTEMPTING ANY STEERING
(6) Disconnect the rear and/or front locker indica- WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
tor switch pigtail harness connector from the rear or MENT PANEL COMPONENT DIAGNOSIS OR SER-
front axle jumper harness connector. Check for conti- VICE. DISCONNECT AND ISOLATE THE BATTERY
nuity between the ground circuit cavity of the rear or NEGATIVE (GROUND) CABLE, THEN WAIT TWO
front axle jumper harness connector and a good MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
ground. There should be continuity. If OK, go to Step CHARGE BEFORE PERFORMING FURTHER DIAG-
7. If not OK, repair the open ground circuit between NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
the rear or front axle jumper harness connector for TO DISABLE THE SUPPLEMENTAL RESTRAINT
the rear or front locker indicator switch and ground SYSTEM. FAILURE TO TAKE THE PROPER PRE-
(G105) as required. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(7) Check for continuity between the ground cir- BAG DEPLOYMENT.
cuit and the rear or front locker indicator switch
sense circuit cavities of the rear or front locker indi- (1) Disconnect and isolate the battery negative
cator switch pigtail harness connector. There should cable. Remove the rear window defogger relay from
be continuity with the axle locker engaged, and no the receptacle in the Power Distribution Center
continuity with the axle locker disengaged. If OK, go (PDC). Disconnect the instrument panel wire harness
to Step 8. If not OK, replace the faulty rear or front connector for the rear window defogger switch from
locker indicator switch. the switch connector receptacle. Remove the instru-
(8) Check for continuity between the rear or front ment cluster from the instrument panel.
locker indicator switch sense circuit cavity of the rear (2) Check for continuity between the rear window
or front axle jumper harness connector for the locker defogger switch sense circuit cavity of the instrument
indicator switch and a good ground. There should be panel wire harness connector (Connector C2) for the
no continuity. If OK, go to Step 9. If not OK, repair instrument cluster and a good ground. There should
the shorted rear or front locker indicator switch be no continuity. If OK, go to Step 3. If not OK,
sense circuit between the rear or front axle jumper repair the shorted rear window defogger switch sense
harness connector for the locker indicator switch and circuit between the instrument cluster and the rear
the instrument cluster as required. window defogger switch as required.
(9) Check for continuity between the rear or front (3) Check for continuity between the rear window
locker indicator switch sense circuit cavities of the defogger switch sense circuit cavities of the instru-
rear or front axle jumper harness connector for the ment panel wire harness connectors for the instru-
locker indicator switch and the instrument cluster. ment cluster (Connector C2) and the rear window
There should be continuity. If OK, use a DRBIIIt defogger switch. There should be continuity. If OK,
scan tool to perform additional testing of the instru- go to Step 4. If not OK, repair the open rear window
ment cluster. Refer to the appropriate diagnostic defogger switch sense circuit between the instrument
information. If not OK, repair the open rear or front cluster and the rear window defogger switch as
locker indicator switch sense circuit between the rear required.
or front axle jumper harness connector for the locker (4) Check for continuity between the rear window
indicator switch and the instrument cluster as defogger relay control circuit cavity of the instrument
required. panel wire harness connector (Connector C2) for the
instrument cluster and a good ground. There should
REAR WINDOW DEFOGGER CONTROL DIAGNOSIS be no continuity. If OK, go to Step 5. If not OK,
Before performing this test, complete the testing of repair the shorted rear window defogger relay control
the rear window defogger switch and the rear win- circuit between the instrument cluster and the PDC
dow defogger relay. Refer to the appropriate wiring as required.
information. The wiring information includes wiring (5) Check for continuity between the rear window
diagrams, proper wire and connector repair proce- defogger relay control circuit cavities of the instru-
dures, details of wire harness routing and retention, ment panel wire harness connector (Connector C2)
connector pin-out information and location views for for the instrument cluster and the rear window
defogger relay receptacle in the PDC. There should
be continuity. If OK, replace the faulty instrument
cluster. If not OK, repair the open rear window harness connector (Connector C2) for the instrument
defogger relay control circuit between the instrument cluster from the cluster connector receptacle. Check
cluster and the PDC as required. for continuity between the panel lamp dimmer signal
circuit cavity of the instrument panel wire harness
CLUSTER ILLUMINATION DIAGNOSIS connector (Connector C2) for the instrument cluster
The diagnosis found here addresses an inoperative and a good ground. There should be no continuity. If
instrument cluster illumination lamp condition. If OK, go to Step 3. If not OK, repair the shorted panel
the problem being diagnosed is a single inoperative lamp dimmer signal circuit between the instrument
illumination lamp, be certain that the bulb and bulb cluster and the left multi-function switch as required.
holder unit are properly installed in the instrument (3) Check for continuity between the panel lamp
cluster electronic circuit board. If no installation dimmer signal circuit cavities of the instrument
problems are found replace the faulty bulb and bulb panel wire harness connector (Connector C2) for the
holder unit. If all of the cluster illumination lamps instrument cluster and the body wire harness con-
are inoperative and the problem being diagnosed nector for the left multi-function switch. There
includes inoperative exterior lighting controlled by should be continuity. If OK, use a DRBIIIt scan tool
the left multi-function switch, that system needs to to complete the diagnosis of the instrument cluster
be repaired first. If the exterior lamps controlled by illumination lighting. Refer to the appropriate diag-
the left multi-function switch are inoperative, (Refer nostic information. If not OK, repair the open panel
to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERI- lamp dimmer signal circuit between the instrument
OR/HEADLAMP - DIAGNOSIS AND TESTING). If cluster and the left multi-function switch as required.
no exterior lighting system problems are found, the
following procedure will help locate a short or open REMOVAL
in the cluster illumination lamp circuit. Refer to the
appropriate wiring information. The wiring informa- WARNING: TO AVOID PERSONAL INJURY OR
tion includes wiring diagrams, proper wire and con- DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
nector repair procedures, details of wire harness DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
routing and retention, connector pin-out information TEM BEFORE ATTEMPTING ANY STEERING
and location views for the various wire harness con- WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
nectors, splices and grounds. MENT PANEL COMPONENT DIAGNOSIS OR SER-
WARNING: TO AVOID PERSONAL INJURY OR NEGATIVE (GROUND) CABLE, THEN WAIT TWO
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- CHARGE BEFORE PERFORMING FURTHER DIAG-
TEM BEFORE ATTEMPTING ANY STEERING NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- TO DISABLE THE SUPPLEMENTAL RESTRAINT
MENT PANEL COMPONENT DIAGNOSIS OR SER- SYSTEM. FAILURE TO TAKE THE PROPER PRE-
VICE. DISCONNECT AND ISOLATE THE BATTERY CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
NEGATIVE (GROUND) CABLE, THEN WAIT TWO BAG DEPLOYMENT.
MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
CHARGE BEFORE PERFORMING FURTHER DIAG- (1) Disconnect and isolate the battery negative
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY cable.
TO DISABLE THE SUPPLEMENTAL RESTRAINT (2) Remove the cluster bezel from the instrument
SYSTEM. FAILURE TO TAKE THE PROPER PRE- panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- CLUSTER BEZEL - REMOVAL).
BAG DEPLOYMENT. (3) Remove the four screws that secure the instru-
ment cluster to the instrument panel structural sup-
(1) Disconnect and isolate the battery negative port (Fig. 4).
cable. Disconnect the body wire harness connector for (4) Pull the instrument cluster rearward far
the left multi-function switch from the switch connec- enough to access and disconnect the two instrument
tor receptacle. Check for continuity between the panel wire harness connectors for the instrument
ground circuit cavity of the body wire harness con- cluster from the connector receptacles on the back of
nector for the left multi-function switch and a good the cluster housing.
ground. There should be continuity. If OK, go to Step (5) Remove the instrument cluster from the instru-
2. If not OK, repair the open ground circuit to ground ment panel.
(G300) as required.
(2) Remove the instrument cluster from the instru-
ment panel. Disconnect the instrument panel wire
cable.
ment panel. (Refer to 8 - ELECTRICAL/INSTRU-
MENT CLUSTER - REMOVAL).
(3) Turn the bulb holder counterclockwise about
sixty degrees on the cluster electronic circuit board
(Fig. 5).
Fig. 4 Instrument Cluster Remove/Install

1 - WIRE HARNESS CONNECTORS
2 - INSTRUMENT CLUSTER
3 - SCREW (4)
4 - INSTRUMENT PANEL
DISASSEMBLY
Some of the components for the instrument cluster
used in this vehicle are serviced individually. The
serviced components include: the incandescent
instrument cluster indicator and illumination lamp Fig. 5 Cluster Bulb Locations
bulbs (including the integral bulb holders), the clus- 1 - CLUSTER INCANDESCENT BULBS
ter lens, the trip odometer reset button boot, the
cluster hood and mask unit, and the cluster housing (4) Pull the bulb and bulb holder unit straight
rear cover. Following are the procedures for disas- back to remove it from the bulb mounting hole in the
sembling these components from the instrument clus- cluster electronic circuit board.
ter unit.
CLUSTER LENS
WARNING: TO AVOID PERSONAL INJURY OR (1) Disconnect and isolate the battery negative
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, cable.
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- (2) Remove the instrument cluster from the instru-
TEM BEFORE ATTEMPTING ANY STEERING ment panel. (Refer to 8 - ELECTRICAL/INSTRU-
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- MENT CLUSTER - REMOVAL).
MENT PANEL COMPONENT DIAGNOSIS OR SER- (3) Work around the perimeter of the cluster lens
VICE. DISCONNECT AND ISOLATE THE BATTERY and disengage each of the eight latches that secure
NEGATIVE (GROUND) CABLE, THEN WAIT TWO the lens to the cluster mask and the cluster housing
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- (Fig. 6).
CHARGE BEFORE PERFORMING FURTHER DIAG- (4) Gently pull the cluster lens away from the face
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY of the instrument cluster.
TO DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM. FAILURE TO TAKE THE PROPER PRE- TRIP ODOMETER RESET BUTTON BOOT
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (1) Disconnect and isolate the battery negative
BAG DEPLOYMENT. cable.
CLUSTER BULB MENT CLUSTER - REMOVAL).
This procedure applies to each of the incandescent (3) Remove the cluster lens from the cluster hous-
cluster illumination lamp or indicator bulb and bulb ing. Refer to CLUSTER LENS.
holder units. However, the illumination lamps and (4) Remove the odometer reset button boot by pull-
the indicators use different bulb and bulb holder unit ing it straight out of the pocketed hole from the face
sizes. They must never be interchanged. of the cluster lens (Fig. 6).
(6) Gently pull the cluster housing rear cover away
from the back of the cluster housing.
ASSEMBLY
Some of the components for the instrument cluster
used in this vehicle are serviced individually. The
serviced components include: the incandescent
instrument cluster indicator and illumination lamp
bulbs (including the integral bulb holders), the clus-
ter lens, the trip odometer reset button boot, the
cluster hood and mask unit, and the cluster housing
rear cover. Following are the procedures for disas-
sembling these components from the instrument clus-
ter unit.

Fig. 6 Instrument Cluster Components DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
1 - REAR COVER DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
2 - CLUSTER HOUSING TEM BEFORE ATTEMPTING ANY STEERING
3 - CLUSTER HOOD & MASK WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
4 - CLUSTER LENS
5 - SWITCH BUTTON BOOT MENT PANEL COMPONENT DIAGNOSIS OR SER-
CLUSTER HOOD AND MASK NEGATIVE (GROUND) CABLE, THEN WAIT TWO
(1) Disconnect and isolate the battery negative MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
cable. CHARGE BEFORE PERFORMING FURTHER DIAG-
(2) Remove the instrument cluster from the instru- NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
ment panel. (Refer to 8 - ELECTRICAL/INSTRU- TO DISABLE THE SUPPLEMENTAL RESTRAINT
MENT CLUSTER - REMOVAL). SYSTEM. FAILURE TO TAKE THE PROPER PRE-
(3) Remove the cluster lens from the cluster hous- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
ing. Refer to CLUSTER LENS. BAG DEPLOYMENT.
(4) Work around the perimeter of the cluster hood
and mask unit and disengage each of the five latches
CLUSTER BULB
that secure the cluster hood and mask unit to the
This procedure applies to each of the incandescent
cluster housing (Fig. 6).
cluster illumination lamp or indicator bulb and bulb
(5) Gently pull the cluster hood and mask unit
holder units. However, the illumination lamps and
away from the face of the instrument cluster hous-
the indicators use different bulb and bulb holder unit
ing.
sizes. They must never be interchanged.
CLUSTER HOUSING REAR COVER
CAUTION: Be certain that any bulb and bulb holder
unit removed from the cluster electronic circuit
cable.
board is reinstalled in the correct position. Always
use the correct bulb size and type for replacement.
An incorrect bulb size or type may overheat and
MENT CLUSTER - REMOVAL).
cause damage to the instrument cluster, the elec-
(3) Remove the screw adjacent to each of the two
tronic circuit board and/or the gauges.
cluster connector receptacles that secure the rear
cover to the cluster housing. (1) Insert the bulb and bulb holder unit straight
(4) Work around the perimeter of the cluster hous- into the correct bulb mounting hole in the cluster
ing rear cover and disengage each of the eight electronic circuit board (Fig. 5).
latches that secure the cover to the outside of the (2) With the bulb holder fully seated against the
cluster housing (Fig. 6). cluster electronic circuit board, turn the bulb holder
(5) Disengage the one inboard latch located in a clockwise about sixty degrees to lock it into place.
receptacle near the lower edge of the rear cover just (3) Reinstall the instrument cluster onto the
to the right of center that secures the rear cover to instrument panel. (Refer to 8 - ELECTRICAL/IN-
the cluster housing. STRUMENT CLUSTER - INSTALLATION).
(4) Reconnect the battery negative cable.
CLUSTER LENS latches that secure the rear cover to the instrument
(1) Position the cluster lens over the cluster hood cluster housing is fully engaged.
and mask unit on the face of the instrument cluster (4) Install and tighten the two screws that secures
(Fig. 6). Be certain that the trip odometer reset the rear cover to the instrument cluster housing
switch button is aligned with and inserted into the adjacent to each cluster connector receptacle. Tighten
reset button boot in the lens. the screws to 2 Nm (20 in. lbs.).
(2) Press firmly and evenly on the cluster lens to (5) Reinstall the instrument cluster onto the
install it onto the instrument cluster housing. instrument panel. (Refer to 8 - ELECTRICAL/IN-
(3) Work around the perimeter of the cluster lens STRUMENT CLUSTER - INSTALLATION).
making certain that each of the eight latches that (6) Reconnect the battery negative cable.
secure the lens to the cluster mask and the cluster
housing is fully engaged. INSTALLATION
(4) Reinstall the instrument cluster onto the
instrument panel. (Refer to 8 - ELECTRICAL/IN- WARNING: TO AVOID PERSONAL INJURY OR
STRUMENT CLUSTER - INSTALLATION). DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
(5) Reconnect the battery negative cable. DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TRIP ODOMETER RESET BUTTON BOOT WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
(1) Position the trip odometer reset button boot MENT PANEL COMPONENT DIAGNOSIS OR SER-
into the pocketed mounting hole from the back of the VICE. DISCONNECT AND ISOLATE THE BATTERY
cluster lens (Fig. 6). NEGATIVE (GROUND) CABLE, THEN WAIT TWO
(2) Gently pull the tip of the trip odometer reset MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
button boot from the face of the cluster lens until it CHARGE BEFORE PERFORMING FURTHER DIAG-
is fully seated in the pocketed mounting hole. NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
(3) Reinstall the cluster lens onto the cluster hous- TO DISABLE THE SUPPLEMENTAL RESTRAINT
ing. Refer to CLUSTER LENS. SYSTEM. FAILURE TO TAKE THE PROPER PRE-
(4) Reinstall the instrument cluster onto the CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
instrument panel. (Refer to 8 - ELECTRICAL/IN- BAG DEPLOYMENT.
STRUMENT CLUSTER - INSTALLATION).
(5) Reconnect the battery negative cable. (1) Position the instrument cluster to the instru-
ment panel.
CLUSTER HOOD AND MASK (2) Reconnect the two instrument panel wire har-
(1) Align the cluster hood and mask unit with the ness connectors for the cluster to the connector recep-
face of the instrument cluster housing (Fig. 6). tacles on the back of the cluster housing (Fig. 4).
(2) Press firmly and evenly on the cluster hood (3) Position the instrument cluster into the instru-
and mask unit to install it onto the cluster housing. ment panel structural support.
(3) Work around the perimeter of the cluster hood (4) Install and tighten the four screws that secure
and mask unit making certain that each of the five the instrument cluster to the instrument panel struc-
latches that secure the hood and mask unit to the tural support. Tighten the screws to 2.2 Nm (20 in.
instrument cluster housing is fully engaged. lbs.).
(4) Reinstall the cluster lens onto the cluster hous- (5) Reinstall the cluster bezel onto the instrument
ing. Refer to CLUSTER LENS. panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
(5) Reinstall the instrument cluster onto the CLUSTER BEZEL - INSTALLATION).
instrument panel. (Refer to 8 - ELECTRICAL/IN- (6) Reconnect the battery negative cable.
NOTE: Certain indicators in this instrument cluster
are automatically configured. This feature allows
CLUSTER HOUSING REAR COVER those indicators to be activated for deactivated for
compatibility with certain optional equipment. If the
(1) Position the cluster housing rear cover to the
problem being diagnosed involves improper illumi-
back of the instrument cluster housing.
nation of the airbag indicator, the cruise indicator,
(2) Press firmly and evenly on the cluster housing
or the SKIM indicator when the vehicle does not
rear cover to install it onto the back of the instru-
have this equipment, the instrument cluster must
ment cluster housing.
be replaced with a new unit.
(3) Work around the perimeter of the cluster hous-
ing rear cover making certain that each of the eight
ABS I N DI CAT OR ABS Diagnostic Test - The ABS indicator is

blinked on and off by the CAB during the perfor-
mance of the ABS diagnostic tests.
DESCRIPTION
The CAB continually monitors the ABS circuits
and sensors to decide whether the system is in good
operating condition. If the CAB turns the ABS indi-
Fig. 7 ABS Indicator cator on after the bulb test, it indicates that the CAB
has detected a system malfunction and/or that the
An Antilock Brake System (ABS) indicator is stan- ABS system has become inoperative. The CAB will
dard equipment on all instrument clusters (Fig. 7). store a Diagnostic Trouble Code (DTC) for any mal-
However, this indicator is only functional on vehicles function it detects. (Refer to 5 - BRAKES -
equipped with the ABS option. The ABS indicator is DESCRIPTION). The ABS indicator can be diagnosed
located near the lower edge of the instrument cluster, using conventional diagnostic tools and methods.
to the left of center. The ABS indicator consists of a
stencil-like cutout of the International Control and
DIAGNOSIS AND TESTING - ABS INDICATOR
Display Symbol icon for Failure of Anti-lock Braking
The diagnosis found here addresses an inoperative
System in the opaque layer of the instrument clus-
Antilock Brake System (ABS) indicator condition. If
ter overlay. The dark outer layer of the overlay pre-
there are problems with several indicators in the
vents the indicator from being clearly visible when it
instrument cluster, (Refer to 8 - ELECTRICAL/IN-
is not illuminated. An amber Light Emitting Diode
STRUMENT CLUSTER - DIAGNOSIS AND TEST-
(LED) behind the cutout in the opaque layer of the
ING). If the ABS indicator stays on with the ignition
overlay causes the icon to appear in amber through
switch in the On position or comes on and stays on
the translucent outer layer of the overlay when the
while driving, proceed to the diagnosis for the ABS
indicator is illuminated from behind by the LED,
brake system. (Refer to 5 - BRAKES - DIAGNOSIS
which is soldered onto the instrument cluster elec-
AND TESTING). If no ABS problem is found, the fol-
tronic circuit board. The ABS indicator is serviced as
lowing procedure will help to locate a short or open
a unit with the instrument cluster.
in the ABS warning indicator driver circuit. Refer to
the appropriate wiring information. The wiring infor-
OPERATION mation includes wiring diagrams, proper wire and
The ABS indicator gives an indication to the vehi- connector repair procedures, details of wire harness
cle operator when the ABS system is faulty or inop- routing and retention, connector pin-out information
erative. This indicator is hard wired on the and location views for the various wire harness con-
instrument cluster electronic circuit board, and is nectors, splices and grounds.
completely controlled by the Controller Antilock
Brake (CAB). The ABS indicator Light Emitting WARNING: TO AVOID PERSONAL INJURY OR
Diode (LED) receives battery current on the instru- DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
ment cluster electronic circuit board through the DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
fused ignition switch output (run-start) circuit when- TEM BEFORE ATTEMPTING ANY STEERING
ever the ignition switch is in the On or Start posi- WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
tions; therefore, the LED will always be off when the MENT PANEL COMPONENT DIAGNOSIS OR SER-
ignition switch is in any position except On or Start. VICE. DISCONNECT AND ISOLATE THE BATTERY
The LED only illuminates when it is provided a path NEGATIVE (GROUND) CABLE, THEN WAIT TWO
to ground by the CAB through the CAB relay in the MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
Power Distribution Center (PDC). The CAB will turn CHARGE BEFORE PERFORMING FURTHER DIAG-
on the ABS indicator for the following reasons: NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
Bulb Test - Each time the ignition switch is TO DISABLE THE SUPPLEMENTAL RESTRAINT
turned to the On position the ABS indicator is illu- SYSTEM. FAILURE TO TAKE THE PROPER PRE-
minated by the cluster for about two seconds as a CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
bulb test. BAG DEPLOYMENT.
ABS Self-Test Fault - Each time the CAB
detects a fault in a monitored ABS circuit, the ABS (1) Disconnect and isolate the battery negative
indicator will be illuminated. The indicator remains cable. Remove the instrument cluster from the
illuminated until the fault condition is corrected, or instrument panel. Disconnect the instrument panel
until the ignition switch is turned to the Off position, wire harness connector (Connector C2) for the instru-
whichever occurs first. ment cluster from the connector receptacle on the
back of the cluster housing. Reconnect the battery
negative cable. Turn the ignition switch to the On
ABS I N DI CAT OR (Cont inue d)
position and within about two seconds check for con- illuminated from behind by the LED, which is sol-
tinuity between the ABS warning indicator driver cir- dered onto the instrument cluster electronic circuit
cuit cavity of the instrument panel wire harness board. The airbag indicator is serviced as a unit with
connector (Connector C2) for the instrument cluster the instrument cluster.
and a good ground. There should be continuity for
about two seconds after ignition On, and then an OPERATION
open circuit. If OK, proceed to the diagnosis for the The airbag indicator gives an indication to the
ABS brake system. (Refer to 5 - BRAKES - DIAGNO- vehicle operator when the airbag system is faulty or
SIS AND TESTING). If not OK, go to Step 2. inoperative. The airbag indicator is controlled by a
(2) Turn the ignition switch to the Off position. transistor on the instrument cluster circuit board
Disconnect and isolate the battery negative cable. based upon cluster programming and electronic mes-
Remove the Controller Antilock Brake (CAB) relay sages received by the cluster from the Airbag Control
from the Power Distribution Center (PDC). Check for Module (ACM) over the Programmable Communica-
continuity between the ABS warning indicator driver tions Interface (PCI) data bus. The airbag indicator
circuit cavity of the instrument panel wire harness Light Emitting Diode (LED) is completely controlled
connector (Connector C2) for the instrument cluster by the instrument cluster logic circuit, and that logic
and a good ground. There should be no continuity. If will only allow this indicator to operate when the
OK, go to Step 3. If not OK, repair the shorted ABS instrument cluster receives a battery current input
warning indicator driver circuit between the instru- on the fused ignition switch output (run-start) cir-
ment cluster and the PDC as required. cuit. Therefore, the LED will always be off when the
(3) Check for continuity between the ABS warning ignition switch is in any position except On or Start.
indicator driver circuit cavities of the instrument The LED only illuminates when it is provided a path
panel wire harness connector (Connector C2) for the to ground by the instrument cluster transistor. The
instrument cluster and the CAB relay receptacle in instrument cluster will turn on the airbag indicator
the PDC. There should be continuity. If OK, proceed for the following reasons:
to the diagnosis for the ABS brake system. (Refer to Bulb Test - Each time the ignition switch is
5 - BRAKES - DIAGNOSIS AND TESTING). If not turned to the On position the airbag indicator is illu-
OK, repair the open ABS warning indicator driver minated for about seven seconds. The first two sec-
circuit between the instrument cluster and the PDC onds is the cluster bulb test function, and the
as required. remainder is the ACM bulb test function.
ACM Lamp-On Message - Each time the clus-
ter receives a lamp-on message from the ACM, the
AI RBAG I N DI CAT OR airbag indicator will be illuminated. The indicator
remains illuminated for about twelve seconds or until
DESCRIPTION the cluster receives a lamp-off message from the
ACM, whichever is longer.
Communication Error - If the cluster receives
no airbag messages for five consecutive seconds, the
airbag indicator is illuminated. The indicator
Fig. 8 Airbag Indicator remains illuminated until the cluster receives a sin-
gle lamp-off message from the ACM.
An airbag indicator is standard equipment on all Actuator Test - Each time the cluster is put
instrument clusters (Fig. 8). However, the instrument through the actuator test, the airbag indicator will be
cluster can be programmed to disable this indicator turned on, then off again during the bulb check por-
on vehicles that are not equipped with the airbag tion of the test to confirm the functionality of the
system, which is not available in some markets. The LED and the cluster control circuitry. The actuator
airbag indicator is located near the lower edge of the test illumination of the airbag indicator is a function
instrument cluster, to the right of center. The airbag of the ACM.
indicator consists of a stencil-like cutout of the Inter- The ACM continually monitors the airbag system
national Control and Display Symbol icon for Air- circuits and sensors to decide whether the system is
bag in the opaque layer of the instrument cluster in good operating condition. The ACM then sends the
overlay. The dark outer layer of the overlay prevents proper lamp-on or lamp-off messages to the instru-
the indicator from being clearly visible when it is not ment cluster. If the ACM sends a lamp-on message
illuminated. A red Light Emitting Diode (LED) after the bulb test, it indicates that the ACM has
behind the cutout in the opaque layer of the overlay detected a system malfunction and/or that the air-
causes the icon to appear in red through the translu- bags may not deploy when required, or may deploy
cent outer layer of the overlay when the indicator is
AI RBAG I N DI CAT OR (Cont inue d)
when not required. The ACM will store a Diagnostic start) circuit. Therefore, the LED will always be off
Trouble Code (DTC) for any malfunction it detects. when the ignition switch is in any position except On
Each time the airbag indicator fails to illuminate due or Start. The cluster can illuminate the LED solid, or
to an open or short in the cluster airbag indicator cir- flash it on and off at about one flash per second. The
cuit, the cluster sends a message notifying the ACM LED only illuminates when it is provided a path to
of the condition and stores a DTC. For proper diag- ground by the instrument cluster transistor. The
nosis of the airbag system, the ACM, the PCI data instrument cluster will turn on the brake indicator
bus, or the electronic message inputs to the instru- for the following reasons:
ment cluster that control the airbag indicator, a Bulb Test - Each time the ignition switch is
DRBIIIt scan tool is required. Refer to the appropri- turned to the On position the brake indicator is illu-
ate diagnostic information. minated by the instrument cluster for about four sec-
onds as a bulb test.
Park Brake Switch Input - Each time the
BRAK E/PARK BRAK E cluster detects ground on the red brake warning indi-
I N DI CAT OR cator driver circuit (park brake switch closed = park
brake applied or not fully released) the brake indica-
DESCRIPTION tor is illuminated solid. If a vehicle speed message is
received by the cluster from the PCM over the PCI
data bus indicating the vehicle is moving while the
red brake warning indicator driver input is
grounded, the brake indicator is flashed on and off
Fig. 9 Brake Indicator repeatedly. Whether illuminated solid or flashing, the
A brake indicator is standard equipment on all indicator remains illuminated until the red brake
instrument clusters (Fig. 9). The brake indicator is warning indicator driver input to the cluster is an
located near the lower edge of the instrument cluster, open circuit (park brake switch open = park brake
to the left of center. The brake indicator consists of a fully released), or until the ignition switch is turned
stencil-like cutout of the word BRAKE in the to the Off position, whichever occurs first.
opaque layer of the instrument cluster overlay. The Brake Hydraulic System Malfunction - Each
dark outer layer of the overlay prevents the indicator time the cluster detects ground on the red brake
from being clearly visible when it is not illuminated. warning indicator driver circuit (brake warning indi-
A red Light Emitting Diode (LED) behind the cutout cator switch closed = pressures in the two halves of
in the opaque layer of the overlay causes the the split brake hydraulic system are unequal) the
BRAKE text to appear in red through the translu- brake indicator is illuminated solid. The indicator
cent outer layer of the overlay when the indicator is remains illuminated until the red brake warning
illuminated from behind by the LED, which is sol- indicator driver input to the cluster is an open circuit
dered onto the instrument cluster electronic circuit (brake warning indicator switch open = brake
board. The brake indicator is serviced as a unit with hydraulic system pressures are equal), or until the
the instrument cluster. ignition switch is turned to the Off position, which-
ever occurs first.
OPERATION Actuator Test - Each time the instrument clus-
ter is put through the actuator test, the brake indi-
The brake indicator gives an indication to the vehi-
cator will be turned on, then off again during the
cle operator when the parking brake is applied, or
bulb check portion of the test to confirm the function-
when there are certain brake hydraulic system mal-
ality of the LED and the cluster control circuitry.
functions. This indicator is controlled by a transistor
The park brake switch and the brake warning
on the instrument cluster circuit board based upon
pressure switch are each connected in parallel
cluster programming, electronic messages received by
between ground and the red brake warning indicator
the cluster from the Powertrain Control Module
driver input to the instrument cluster so that each of
(PCM) over the Programmable Communications
their inputs will illuminate the indicator indepen-
Interface (PCI) data bus, and hard wired inputs to
dently of the other. The park brake switch and brake
the instrument cluster from the park brake switch
warning indicator switch inputs to the instrument
and the brake warning indicator switch. The brake
cluster can be diagnosed using conventional diagnos-
indicator Light Emitting Diode (LED) is completely
tic tools and methods. (Refer to 5 - BRAKES/PARK-
controlled by the instrument cluster logic circuit, and
ING BRAKE - OPERATION). (Refer to 5 - BRAKES/
that logic will only allow this indicator to operate
ELECTRICAL/BRAKE PRESSURE SWITCH -
when the instrument cluster receives a battery cur-
OPERATION).
rent input on the fused ignition switch output (run-
BRAK E/PARK BRAK E I N DI CAT OR (Cont inue d)
For further diagnosis of the brake indicator or the ity between the red brake warning indicator driver
instrument cluster circuitry that controls the LED, (G9) circuit cavities of the floor wire harness connec-
(Refer to 8 - ELECTRICAL/INSTRUMENT CLUS- tor for the park brake switch and the headlamp and
TER - DIAGNOSIS AND TESTING). For proper dash wire harness connector for the brake warning
diagnosis of the PCM, the PCI data bus, or the mes- indicator switch. There should be continuity. If not
sage inputs to the instrument cluster that control the OK, repair the open red brake warning indicator
brake indicator, a DRBIIIt scan tool is required. driver (G9) circuit between the park brake switch
Refer to the appropriate diagnostic information. and the brake warning indicator switch as required.
DIAGNOSIS AND TESTING - BRAKE INDICATOR INDICATOR REMAINS ILLUMINATED - BRAKE SYSTEM
CHECKS OK
The diagnosis found here addresses an inoperative
brake indicator condition. If there are problems with (1) Disconnect and isolate the battery negative
several indicators in the instrument cluster, (Refer to cable. Remove the instrument cluster from the
8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAG- instrument panel. Disconnect the instrument panel
NOSIS AND TESTING). If the brake indicator stays wire harness connector (Connector C2) for the instru-
on with the ignition switch in the On position and ment cluster from the connector receptacle on the
the park brake released, or comes on while driving, back of the cluster housing. Disconnect the headlamp
(Refer to 5 - BRAKES - DIAGNOSIS AND TEST- and dash wire harness connector for the brake warn-
ING). If no brake system problem is found, the fol- ing indicator switch from the switch terminals.
lowing procedures will help to locate a shorted or Check for continuity between the red brake warning
open circuit, or a faulty switch input. Refer to the indicator driver circuit (G99) cavity of the headlamp
appropriate wiring information. The wiring informa- and dash wire harness connector for the brake warn-
tion includes wiring diagrams, proper wire and con- ing indicator switch and a good ground. There should
nector repair procedures, details of wire harness be no continuity. If OK, go to Step 2. If not OK,
routing and retention, connector pin-out information repair the shorted red brake warning indicator driver
and location views for the various wire harness con- circuit (G99) between the brake warning indicator
nectors, splices and grounds. switch and the instrument cluster as required.
(2) Disconnect the floor wire harness connector for
WARNING: TO AVOID PERSONAL INJURY OR the park brake switch from the switch terminal.
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, Check for continuity between the red brake warning
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- indicator driver circuit (G9) cavity of the headlamp
TEM BEFORE ATTEMPTING ANY STEERING and dash wire harness connector for the brake warn-
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- ing indicator switch and a good ground. There should
MENT PANEL COMPONENT DIAGNOSIS OR SER- be no continuity. If OK, go to Step 3. If not OK,
VICE. DISCONNECT AND ISOLATE THE BATTERY repair the shorted red brake warning indicator driver
NEGATIVE (GROUND) CABLE, THEN WAIT TWO circuit (G9) between the brake warning indicator
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- switch and the park brake switch as required.
CHARGE BEFORE PERFORMING FURTHER DIAG- (3) Check for continuity between each of the two
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY terminals of the brake warning indicator switch and
TO DISABLE THE SUPPLEMENTAL RESTRAINT a good ground. In each case, there should be no con-
SYSTEM. FAILURE TO TAKE THE PROPER PRE- tinuity. If OK, go to Step 4. If not OK, replace the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- faulty brake warning indicator switch.
BAG DEPLOYMENT. (4) Check for continuity between the terminal of
the park brake switch and a good ground. There
should be no continuity with the park brake released,
INDICATOR ILLUMINATES DURING BULB TEST, BUT DOES and continuity with the park brake applied. If not
NOT WHEN PARK BRAKE APPLIED OK, replace the faulty park brake switch.
cable. Disconnect the floor wire harness connector for
the park brake switch from the switch terminal.
Apply the parking brake. Check for continuity
between the park brake switch terminal and a good
ground. There should be continuity. If OK, go to Step
2. If not OK, replace the faulty park brake switch.
(2) Disconnect the headlamp and dash wire har-
ness connector for the brake warning indicator
switch from the switch terminals. Check for continu-
CH ECK GAU GES I N DI CAT OR 124 C (255 F) or lower, or until the ignition switch
is turned to the Off position, whichever occurs first.
Engine Oil Pressure Low Message - Each
DESCRIPTION
time the cluster receives a message from the PCM
indicating the engine oil pressure of a 2.4L engine is
below about 0.2 kg/cm2 (3 psi), or of any engine other
Fig. 10 Check Gauges Indicator than a 2.4L is below about 0.4 kg/cm2 (6 psi), the
check gauges indicator will be illuminated. The indi-
A check gauges indicator is standard equipment on cator remains illuminated until the cluster receives a
all instrument clusters (Fig. 10). The check gauges message from the PCM indicating that the engine oil
indicator is located on the lower edge of the instru- pressure of a 2.4L engine is above about 0.2 kg/cm2
ment cluster, to the right of center. The check gauges (3 psi), or of any engine other than a 2.4L is above
indicator consists of a stencil-like cutout of the words about 0.4 kg/cm2 (6 psi), or until the ignition switch
CHECK GAUGES in the opaque layer of the is turned to the Off position, whichever occurs first.
instrument cluster overlay. The dark outer layer of The cluster will only turn the indicator on in
the overlay prevents the indicator from being clearly response to an engine oil pressure low message if the
visible when it is not illuminated. A red Light Emit- engine speed is 300 rpm or greater for more than
ting Diode (LED) behind the cutout in the opaque about five seconds.
layer of the overlay causes the CHECK GAUGES System Voltage Low (Charge Fail) Message
text to appear in red through the translucent outer - Each time the cluster receives a message from the
layer of the overlay when the indicator is illuminated PCM indicating the electrical system voltage is about
from behind by the LED, which is soldered onto the 9.0 volts or lower (charge fail condition), the check
instrument cluster electronic circuit board. The check gauges indicator will be illuminated. The indicator
gauges indicator is serviced as a unit with the instru- remains illuminated until the cluster receives a mes-
ment cluster. sage from the PCM indicating the electrical system
voltage is greater than about 12.0 volts (but less than
OPERATION 16.0 volts), or until the ignition switch is turned to
The check gauges indicator gives an indication to the Off position, whichever occurs first.
the vehicle operator when certain instrument cluster System Voltage High Message - Each time
gauge readings reflect a condition requiring immedi- the cluster receives a message from the PCM indicat-
ate attention. This indicator is controlled by a tran- ing the electrical system voltage is greater than
sistor on the instrument cluster circuit board based about 16.0 volts, the check gauges indicator will be
upon cluster programming and electronic messages illuminated. The indicator remains illuminated until
received by the cluster from the Powertrain Control the cluster receives a message from the PCM indicat-
Module (PCM) over the Programmable Communica- ing the electrical system voltage is less than about
tions Interface (PCI) data bus. The check gauges 16.0 volts (but higher than 9.0 volts), or until the
indicator Light Emitting Diode (LED) is completely ignition switch is turned to the Off position, which-
controlled by the instrument cluster logic circuit, and ever occurs first.
that logic will only allow this indicator to operate Actuator Test - Each time the cluster is put
when the instrument cluster receives a battery cur- through the actuator test, the check gauges indicator
rent input on the fused ignition switch output (run- will be turned on, then off again during the bulb
start) circuit. Therefore, the LED will always be off check portion of the test in order to confirm the func-
when the ignition switch is in any position except On tionality of the LED and the cluster control circuitry.
or Start. The LED only illuminates when it is pro- The PCM continually monitors the engine temper-
vided a path to ground by the instrument cluster ature, oil pressure, and electrical system voltage,
transistor. The instrument cluster will turn on the then sends the proper messages to the instrument
check gauges indicator for the following reasons: cluster. For further diagnosis of the check gauges
Bulb Test - Each time the ignition switch is indicator or the instrument cluster circuitry that con-
turned to the On position the check gauges indicator trols the LED, (Refer to 8 - ELECTRICAL/INSTRU-
is illuminated for about two seconds as a bulb test. MENT CLUSTER - DIAGNOSIS AND TESTING).
Engine Temperature High Message - Each For proper diagnosis of the PCM, the PCI data bus,
time the cluster receives a message from the PCM or the electronic message inputs to the instrument
indicating the engine coolant temperature is about cluster that control the check gauges indicator, a
127 C (261 F) or higher, the check gauges indicator DRBIIIt scan tool is required. Refer to the appropri-
will be illuminated. The indicator remains illumi- ate diagnostic information.
nated until the cluster receives a message from the
PCM indicating that the engine temperature is about
CRU I SE I N DI CAT OR indicator remains illuminated until the cluster

receives a cruise lamp-off message from the PCM or
until the ignition switch is turned to the Off position,
DESCRIPTION
whichever occurs first.
Actuator Test - Each time the cluster is put
through the actuator test, the cruise indicator will be
Fig. 11 Cruise Indicator turned on, then off again during the bulb check por-
tion of the test in order to confirm the functionality
A cruise indicator is standard equipment on all of the LED and the cluster control circuitry.
instrument clusters (Fig. 11). However, on vehicles The PCM continually monitors the speed control
not equipped with the optional speed control system, switches to determine the proper outputs to the
this indicator is electronically disabled. The cruise speed control servo. The PCM then sends the proper
indicator is located near the upper edge of the instru- cruise indicator lamp-on and lamp-off messages to
ment cluster, to the left of center. The cruise indica- the instrument cluster. For further diagnosis of the
tor consists of a stencil-like cutout of the word cruise indicator or the instrument cluster circuitry
CRUISE in the opaque layer of the instrument that controls the indicator, (Refer to 8 - ELECTRI-
cluster overlay. The dark outer layer of the overlay CAL/INSTRUMENT CLUSTER - DIAGNOSIS AND
prevents the indicator from being clearly visible TESTING). For proper diagnosis of the speed control
when it is not illuminated. A green Light Emitting system, the PCM, the PCI data bus, or the electronic
Diode (LED) behind the cutout in the opaque layer of message inputs to the instrument cluster that control
the overlay causes the CRUISE text to appear in the cruise indicator, a DRBIIIt scan tool is required.
green through the translucent outer layer of the Refer to the appropriate diagnostic information.
overlay when the indicator is illuminated from
behind by the LED, which is soldered onto the
instrument cluster electronic circuit board. The illu- EN GI N E T EM PERAT U RE
mination intensity of the cruise indicator is one-step
dimmable. When the exterior lighting is turned On,
GAU GE
the indicator is dimmed; and, when the exterior
lighting is turned Off, the indicator is illuminated at DESCRIPTION
full intensity. The cruise indicator is serviced as a
unit with the instrument cluster.
OPERATION Fig. 12 Engine Coolant Temperature Icon

The cruise indicator gives an indication to the vehi- An engine coolant temperature gauge is standard
cle operator when the speed control system is turned equipment on all instrument clusters. The engine
On, regardless of whether the speed control is coolant temperature gauge is located in the lower
engaged. This indicator is controlled by the instru- right quadrant of the instrument cluster, below the
ment cluster circuit board based upon cluster pro- oil pressure gauge. The engine coolant temperature
gramming and electronic messages received by the gauge consists of a movable gauge needle or pointer
cluster from the Powertrain Control Module (PCM) controlled by the instrument cluster circuitry and a
over the Programmable Communications Interface fixed 90 degree scale on the cluster overlay that
(PCI) data bus. The cruise indicator Light Emitting reads left-to-right from 40 C (or 100 F) to 125 C
Diode (LED) is completely controlled by the instru- (or 260 F). An International Control and Display
ment cluster logic circuit, and that logic will only Symbol icon for Engine Coolant Temperature is
allow this indicator to operate when the instrument located on the cluster overlay, directly above the hub
cluster receives a battery current input on the fused of the gauge needle (Fig. 12). The engine coolant tem-
ignition switch output (run-start) circuit. Therefore, perature gauge graphics are white and blue against a
the LED will always be off when the ignition switch black field except for a single red graduation at the
is in any position except On or Start. The LED only high end of the gauge scale, making them clearly vis-
illuminates when it is provided a path to ground by ible within the instrument cluster in daylight. When
the instrument cluster transistor. The instrument illuminated from behind by the panel lamps dimmer
cluster will turn on the cruise indicator for the fol- controlled cluster illumination lighting with the exte-
lowing reasons: rior lamps turned On, the white graphics appear
Cruise Lamp-On Message - Each time the white, the blue graphics appear blue, and the red
cluster receives a cruise lamp-on message from the graphics appear red. The orange gauge needle is
PCM indicating the speed control system has been internally illuminated. Gauge illumination is pro-
turned On, the cruise indicator is illuminated. The vided by replaceable incandescent bulb and bulb
EN GI N E T EM PERAT U RE GAU GE (Cont inue d)
holder units located on the instrument cluster elec- Engine Temperature Critical Message -
tronic circuit board. The engine coolant temperature Each time the cluster receives a message from the
gauge is serviced as a unit with the instrument clus- PCM indicating the engine coolant temperature is
ter. above about 129 C (264 F), the gauge needle is
moved to the far right end of the red zone on the
OPERATION gauge scale. The gauge needle remains at the far
The engine coolant temperature gauge gives an right end of the red zone until the cluster receives a
indication to the vehicle operator of the engine cool- message from the PCM indicating that the engine
ant temperature. This gauge is controlled by the temperature is below about 127 C (261 F), or until
instrument cluster circuit board based upon cluster the ignition switch is turned to the Off position,
programming and electronic messages received by whichever occurs first.
the cluster from the Powertrain Control Module Communication Error - If the cluster fails to
(PCM) over the Programmable Communications receive an engine temperature message, it will hold
Interface (PCI) data bus. The engine coolant temper- the gauge needle at the last indication about twelve
ature gauge is an air core magnetic unit that receives seconds or until the ignition switch is turned to the
battery current on the instrument cluster electronic Off position, whichever occurs first. After twelve sec-
circuit board through the fused ignition switch out- onds, the cluster will move the gauge needle to the
put (run-start) circuit whenever the ignition switch is left end of the gauge scale.
in the On or Start positions. The cluster is pro- Actuator Test - Each time the cluster is put
grammed to move the gauge needle back to the low through the actuator test, the gauge needle will be
end of the scale after the ignition switch is turned to swept to several calibration points on the gauge scale
the Off position. The instrument cluster circuitry in a prescribed sequence to confirm the functionality
controls the gauge needle position and provides the of the gauge and the cluster control circuitry.
following features: The PCM continually monitors the engine coolant
Engine Temperature Message - Each time temperature sensor to determine the engine operat-
the cluster receives a message from the PCM indicating temperature. The PCM then sends the proper
ing the engine coolant temperature is between about engine coolant temperature messages to the instru-
40 C (100 F) and 124 C (255 F), the gauge needle ment cluster. For further diagnosis of the engine cool-
is moved to the actual relative temperature position ant temperature gauge or the instrument cluster
on the gauge scale. circuitry that controls the gauge, (Refer to 8 - ELEC-
Engine Temperature Low Message - Each TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS
time the cluster receives a message from the PCM AND TESTING). If the instrument cluster turns on
indicating the engine coolant temperature is at or the check gauges indicator due to a high or critical
below about 40 C (100 F), the gauge needle is held engine temperature gauge reading, it may indicate
at the 40 C (100 F) graduation at the far left end of that the engine or the engine cooling system requires
the gauge scale. The gauge needle remains at the left service. For proper diagnosis of the engine coolant
end of the gauge scale until the cluster receives a temperature sensor, the PCM, the PCI data bus, or
message from the PCM indicating that the engine the electronic message inputs to the instrument clus-
temperature is above about 40 C (100 F), or until ter that control the engine coolant temperature
the ignition switch is turned to the Off position, gauge, a DRBIIIt scan tool is required. Refer to the
whichever occurs first. appropriate diagnostic information.
Engine Temperature High Message - Each
time the cluster receives a message from the PCM
indicating the engine coolant temperature is above FOG LAM P I N DI CAT OR
about 127 C (261 F), the gauge needle is moved
into the red zone at the far right end of the gauge DESCRIPTION
scale, the check gauges indicator is illuminated, and
a single chime tone is sounded. The gauge needle
remains in the red zone and the check gauges indi-
cator remains illuminated until the cluster receives a Fig. 13 Fog Lamp Indicator
message from the PCM indicating that the engine A fog lamp indicator is standard equipment on all
temperature is below about 124 C (255 F), or until instrument clusters, but is only functional on vehi-
the ignition switch is turned to the Off position, cles equipped with the optional front and/or rear fog
whichever occurs first. The chime tone feature will lamps (Fig. 13). The fog lamp indicator is located
occur only once per ignition cycle. near the upper edge of the instrument cluster, to the
left of center. The fog lamp indicator consists of a
FOG LAM P I N DI CAT OR (Cont inue d)
stencil-like cutout of the International Control and of wire harness routing and retention, connector pin-
Display Symbol icon for Fog Lamps in the opaque out information and location views for the various
layer of the instrument cluster overlay. The dark wire harness connectors, splices and grounds.
outer layer of the overlay prevents the indicator from
being clearly visible when it is not illuminated. A WARNING: TO AVOID PERSONAL INJURY OR
green Light Emitting Diode (LED) behind the cutout DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
in the opaque layer of the overlay causes the icon to DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
appear in green through the translucent outer layer TEM BEFORE ATTEMPTING ANY STEERING
of the overlay when the indicator is illuminated from WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
behind by the LED, which is soldered onto the MENT PANEL COMPONENT DIAGNOSIS OR SER-
instrument cluster electronic circuit board. The fog VICE. DISCONNECT AND ISOLATE THE BATTERY
lamp indicator is serviced as a unit with the instru- NEGATIVE (GROUND) CABLE, THEN WAIT TWO
ment cluster. MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
CHARGE BEFORE PERFORMING FURTHER DIAG-
OPERATION NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
The fog lamp indicator gives an indication to the TO DISABLE THE SUPPLEMENTAL RESTRAINT
vehicle operator whenever the optional front and/or SYSTEM. FAILURE TO TAKE THE PROPER PRE-
rear fog lamps are illuminated. The availability of CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
the front fog lamps, or rear fog lamps options varies BAG DEPLOYMENT.
by the market for which the vehicle is manufactured.
This indicator is controlled by a hard wired input to
cable. Remove the instrument cluster from the
the cluster from the fog lamp switch circuitry of the
instrument panel. Disconnect the instrument panel
left multi-function switch. The fog lamp indicator
wire harness connector (Connector C1) for the instru-
Light Emitting Diode (LED) is grounded on the
ment cluster from the connector receptacle on the
instrument cluster electronic circuit board at all
back of the cluster housing.
times. Therefore, the LED will be on any time the
(2) Reconnect the battery negative cable. Turn the
front or rear fog lamps are illuminated, regardless of
fog lamps on by pulling out the control knob on the
the ignition switch position. The LED only illumi-
end of the left-multi-function switch control stalk.
nates when it is provided battery current by the fog
Check for battery voltage at the front/rear fog lamp
lamp switch circuitry of the left multi-function
feed circuit cavity of the instrument panel wire har-
switch.
ness connector (Connector C1) for the instrument
The fog lamp switch circuitry of the left multi-func-
cluster. If OK, replace the faulty instrument cluster.
tion switch is connected in series between a fused
If not OK, repair the open front/rear fog lamp feed
B(+) fuse in the Power Distribution Center (PDC)
circuit between the fog lamp relay and the instru-
and the front or rear fog lamp feed input to the
ment cluster as required.
instrument cluster through the fog lamp relay, which
is also in the PDC. The fog lamp switch input to the
instrument cluster can be diagnosed using conven- FRON T LOCK I N DI CAT OR
tional diagnostic tools and methods. For proper diag-
nosis of the fog lamp switch and circuits, (Refer to 8
- ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
DESCRIPTION
LEFT MULTI-FUNCTION SWITCH - DIAGNOSIS
AND TESTING).
DIAGNOSIS AND TESTING - FRONT/REAR FOG

LAMP INDICATOR Fig. 14 Front Lock Indicator
The diagnosis found here addresses an inoperative A front lock indicator is standard equipment on all
front/rear fog lamp indicator condition. Before begin- instrument clusters, but is only functional on vehi-
ning this test, confirm the functionality of the front cles equipped with the optional off-road package (Fig.
or rear fog lamp system. If no fog lamp system prob- 14). The front lock indicator is located near the upper
lem is found, the following procedure will help to edge of the instrument cluster, to the right of center.
locate an open in the front or rear fog lamp feed cir- The front lock indicator consists of a stencil-like cut-
cuit between the fog lamp relay and the instrument out of the words FRONT LOCK in the opaque layer
cluster. Refer to the appropriate wiring information. of the instrument cluster overlay. The dark outer
The wiring information includes wiring diagrams, layer of the overlay prevents the indicator from being
proper wire and connector repair procedures, details clearly visible when it is not illuminated. A amber
FRON T LOCK I N DI CAT OR (Cont inue d)
Light Emitting Diode (LED) behind the cutout in the front axle lock request is active and the key is in the
opaque layer of the overlay causes the FRONT ignition lock cylinder, the front lock indicator is illu-
LOCK text to appear in amber through the translu- minated solid. The indicator remains illuminated
cent outer layer of the overlay when the indicator is solid until the front locker indicator switch input to
illuminated from behind by the LED, which is sol- the cluster is an open circuit (front locker indicator
dered onto the instrument cluster electronic circuit switch open = front axle locker disengaged), or until
board. The illumination intensity of the front lock the cluster detects a change in the inputs from the
indicator is one-step dimmable. When the exterior axle lock switch or the key-in ignition switch, which-
lighting is turned On, the indicator is dimmed; and, ever occurs first.
when the exterior lighting is turned Off, the indicator Front Lock Request/Feedback Mismatch -
is illuminated at full intensity. The front lock indica- Each time the cluster detects that the inputs from
tor is serviced as a unit with the instrument cluster. the axle lock switch (request) on the front axle lock
request circuit and from the front locker indicator
OPERATION switch (feedback) on the front locker indicator switch
The front lock indicator gives an indication to the sense circuit are mismatched, the front lock indicator
vehicle operator of the status of the locker mecha- flashes on and off at a slow rate. This condition
nism in the front axle of vehicles equipped with the occurs when the lock request is active but the axle
optional off-road package. The front lock indicator locker remains disengaged, or when the lock request
can also give an indication when certain faults are is inactive but the axle locker remains engaged. The
detected in the axle locker system. This indicator is indicator continues to flash until the request and the
controlled by a transistor on the instrument cluster feedback are matching.
electronic circuit board based upon cluster program- Key-In Ignition Switch Input - Each time the
ming, and hard wired inputs to the cluster from the cluster detects that the key has been removed from
key-in ignition switch, the axle lock switch, and the the ignition lock cylinder (key-in ignition switch open
front locker indicator switch. The front lock indicator = key is not in ignition switch) while the front axle
Light Emitting Diode (LED) is completely controlled lock request is still active, the front lock indicator
by the instrument cluster logic circuit, and that logic flashes at a fast rate and three chime tones are
will allow this indicator to operate whenever the sounded. The indicator will continue to flash at this
instrument cluster receives a battery current input rate until the key is replaced in the ignition lock cyl-
on the fused B(+) circuit. Therefore, the LED can be inder (key-in ignition switch closed = key is in igni-
illuminated regardless of the ignition switch position. tion switch) while the front axle lock request is still
The cluster can illuminate the LED solid, or flash it active, or until the front axle lock request input is
on and off at two different rates, slow or fast. The deactivated, whichever occurs first.
slow rate is about one flash per second, while the fast The axle lock switch in the accessory switch bezel
rate is about two flashes per second. The LED only on the instrument panel provides a hard wired
illuminates when it is provided a path to ground by ground input to the instrument cluster circuitry
the instrument cluster transistor. The instrument through the front axle lock request circuit whenever
cluster will turn on the front lock indicator for the the switch is enabled and the rear and front axle lock
following reasons: position of the switch is selected by the vehicle oper-
Front Axle Lock Request Input - Each time ator. The front locker indicator switch on the front
the cluster detects ground on the front axle lock axle housing provides a hard wired ground input to
request circuit from the axle lock switch (front axle the instrument cluster whenever the front axle locker
lock request circuit ground = front axle lock request mechanism is engaged. The key-in ignition switch
active) while the key is in the ignition lock cylinder, integral to the ignition switch provides a hard wired
the front lock indicator flashes on and off at a slow ground input to the instrument cluster whenever a
rate. The indicator continues to flash until the front key is present in the ignition lock cylinder. Each of
axle lock request input to the cluster is an open cir- these inputs to the instrument cluster can be diag-
cuit (front axle lock request circuit open = front axle nosed using conventional diagnostic tools and meth-
lock request inactive), or until the cluster detects a ods. For further diagnosis of the instrument cluster
change in the inputs from the front locker indicator circuitry that controls the front lock indicator LED,
switch or the key-in ignition switch, whichever occurs (Refer to 8 - ELECTRICAL/INSTRUMENT CLUS-
first. TER - DIAGNOSIS AND TESTING).
Front Locker Indicator Switch Input - Each
time the cluster detects ground on the front locker
indicator switch sense circuit (front locker indicator
switch closed = front axle locker engaged) while the
FU EL GAU GE controls the gauge needle position and provides the

following features:
Percent Tank Full Message - Each time the
DESCRIPTION
cluster receives a message from the PCM indicating
the percent tank full, the cluster programming
applies an algorithm to calculate the proper gauge
needle position, then moves the gauge needle to the
proper relative position on the gauge scale. The algo-
Fig. 15 Fuel Gauge Icon rithm is used to dampen gauge needle movement
A fuel gauge is standard equipment on all instru- against the negative effect that fuel sloshing within
ment clusters. The fuel gauge is located in the lower the fuel tank can have on accurate inputs from the
left quadrant of the instrument cluster, below the fuel tank sending unit to the PCM.
voltage gauge. The fuel gauge consists of a movable Less Than 12.5 Percent Tank Full Message -
gauge needle or pointer controlled by the instrument Each time the cluster receives a message from the
cluster circuitry and a fixed 90 degree scale on the PCM indicating that the percent tank full is less
cluster overlay that reads left-to-right from E (or than about 12.5 (one-eighth), the gauge needle is
Empty) to F (or Full). An International Control and moved to the proper position on the gauge scale, the
Display Symbol icon for Fuel is located on the clus- low fuel indicator is illuminated, and a single chime
ter overlay, in the center of the gauge directly above tone is sounded. The low fuel indicator remains illu-
the hub of the gauge needle (Fig. 15). An arrowhead minated until the cluster receives messages from the
pointed toward the left side of the vehicle is PCM for a continuous twenty seconds indicating that
imprinted on the cluster overlay next to the Fuel the percent tank full has increased by more than
icon in the fuel gauge to provide the driver with a 0.625 gallons or until the ignition switch is turned to
reminder as to the location of the fuel filler access. the Off position, whichever occurs first. The chime
The fuel gauge graphics are white and blue against a tone feature will occur only once per ignition cycle.
black field except for a single red graduation at the Less Than Empty Percent Tank Full Mes-
low end of the gauge scale, making them clearly vis- sage - Each time the cluster receives a message from
ible within the instrument cluster in daylight. When the PCM indicating that the percent tank full is less
illuminated from behind by the panel lamps dimmer than empty, the gauge needle is moved to the far left
controlled cluster illumination lighting with the exte- end of the gauge scale and the low fuel indicator is
rior lamps turned On, the white graphics appear illuminated immediately. This message would indi-
white, the blue graphics appear blue, and the red cate that the fuel tank sender input to the PCM is a
graphics appear red. The orange gauge needle is short circuit.
internally illuminated. Gauge illumination is pro- More Than Full Percent Tank Full Message
vided by replaceable incandescent bulb and bulb - Each time the cluster receives a message from the
holder units located on the instrument cluster elec- PCM indicating the percent tank full is more than
tronic circuit board. The fuel gauge is serviced as a full, the gauge needle is moved to the far left end of
unit with the instrument cluster. the gauge scale and the low fuel indicator is illumi-
nated immediately. This message would indicate that
OPERATION the fuel tank sender input to the PCM is an open cir-
The fuel gauge gives an indication to the vehicle cuit.
operator of the level of fuel in the fuel tank. This Communication Error - If the cluster fails to
gauge is controlled by the instrument cluster circuit receive a percent tank full message, it will hold the
board based upon cluster programming and elec- gauge needle at the last indication about twelve sec-
tronic messages received by the cluster from the onds or until the ignition switch is turned to the Off
Powertrain Control Module (PCM) over the Program- position, whichever occurs first. After twelve seconds,
mable Communications Interface (PCI) data bus. The the cluster will move the gauge needle to the left end
fuel gauge is an air core magnetic unit that receives of the gauge scale and the low fuel indicator is illu-
battery current on the instrument cluster electronic minated immediately.
circuit board through the fused ignition switch out- Actuator Test - Each time the cluster is put
put (run-start) circuit whenever the ignition switch is through the actuator test, the gauge needle will be
in the On or Start positions. The cluster is pro- swept to several calibration points on the gauge scale
grammed to move the gauge needle back to the low in a prescribed sequence to confirm the functionality
end of the scale after the ignition switch is turned to of the gauge and the cluster control circuitry.
the Off position. The instrument cluster circuitry The PCM continually monitors the fuel tank send-
ing unit to determine the level of the fuel in the fuel
FU EL GAU GE (Cont inue d)
tank. The PCM then sends the proper fuel level mes- illuminated regardless of the ignition switch position.
sages to the instrument cluster. For further diagnosis The bulb only illuminates when it is provided a path
of the fuel gauge or the instrument cluster circuitry to ground by the instrument cluster transistor. The
that controls the gauge, (Refer to 8 - ELECTRICAL/ instrument cluster will turn on the high beam indi-
INSTRUMENT CLUSTER - DIAGNOSIS AND cator for the following reasons:
TESTING). For proper diagnosis of the fuel tank Beam Select Switch Input - Each time the
sending unit, the PCM, the PCI data bus, or the elec- cluster detects battery current on the beam select
tronic message inputs to the instrument cluster that switch sense circuit (beam select switch closed = high
control the fuel gauge, a DRBIIIt scan tool is beams selected or optical horn feature activated) the
required. Refer to the appropriate diagnostic infor- high beam indicator will be illuminated solid. This
mation. input can occur when the headlamp high beams are
selected or when the optical horn feature is activated.
The indicator remains illuminated until the beam
H I GH BEAM I N DI CAT OR select switch sense input to the cluster is an open cir-
cuit (beam select switch open = high beams not
DESCRIPTION selected and optical horn feature not activated), or
until the exterior lighting is turned off, whichever
occurs first.
Exterior Lamps-On Optical Warning - Each
Fig. 16 High Beam Indicator
time the cluster detects battery current on the head-
A high beam indicator is standard equipment on lamp switch output circuit (park or head lamp switch
all instrument clusters (Fig. 16). The high beam indi- closed = exterior lighting is On), ground on the driver
cator is located near the upper edge of the instru- door ajar switch sense circuit (driver door ajar switch
ment cluster, between the tachometer and the closed = driver door is open), and the fused ignition
speedometer. The high beam indicator consists of a switch output (run-start) input is an open circuit
stencil-like cutout of the International Control and (ignition switch is in a position other than On or
Display Symbol icon for High Beam in the opaque Start), the high beam indicator will be flashed on
layer of the instrument cluster overlay. The dark and off repeatedly. The indicator will continue to
outer layer of the overlay prevents the indicator from flash until the exterior lighting is turned Off, until
being clearly visible when it is not illuminated. A the driver door is closed, or until the ignition switch
blue lens behind the cutout in the opaque layer of is turned to the On or Start positions, whichever
the overlay causes the icon to appear in blue through occurs first.
the translucent outer layer of the overlay when the Actuator Test - Each time the cluster is put
indicator is illuminated from behind by a replaceable through the actuator test, the high beam indicator
incandescent bulb and bulb holder unit, which is will be turned on, then off again during the bulb
located on the instrument cluster electronic circuit check portion of the test to confirm the functionality
board. The high beam indicator is serviced as a unit of the bulb and the cluster control circuitry.
with the instrument cluster. The instrument cluster continually monitors the
headlamp beam select switch and circuitry integral
OPERATION to the left multi-function switch, the driver door ajar
The high beam indicator gives an indication to the switch, and the ignition switch and turns the high
vehicle operator whenever the headlamp high beams beam indicator on or off accordingly. For further
are illuminated, or when the exterior lamps are inad- diagnosis of the high beam indicator or the instru-
vertently left On. This indicator is controlled by a ment cluster circuitry that controls the indicator,
hard wired input to the cluster from the headlamp (Refer to 8 - ELECTRICAL/INSTRUMENT CLUS-
beam select switch circuitry of the left multi-function TER - DIAGNOSIS AND TESTING). The left multi-
switch, and by the instrument cluster circuit board function switch, driver door ajar switch, and ignition
based upon cluster programming based upon hard switch inputs to the instrument cluster can be diag-
wired inputs from the head/park/fog lamp switch cir- nosed using conventional diagnostic tools and meth-
cuitry of the left multi-function switch, from the ods.
driver door ajar switch, and from the ignition switch.
The high beam indicator bulb is completely controlled DIAGNOSIS AND TESTING - HIGH BEAM
by the instrument cluster logic circuit, and that logic INDICATOR
will allow this indicator to operate whenever the The diagnosis found here addresses an inoperative
instrument cluster receives a battery current input high beam indicator condition. Before beginning this
on the fused B(+) circuit. Therefore, the bulb can be test, confirm the functionality of the high beam indi-
H I GH BEAM I N DI CAT OR (Cont inue d)
cator bulb and the cluster control circuitry by per- LOW FU EL I N DI CAT OR
forming the instrument cluster actuator test. (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER -
DESCRIPTION
DIAGNOSIS AND TESTING). If the high beam indi-
cator fails to illuminate during the actuator test,
replace the indicator bulb and bulb holder with a
known good unit and repeat the test. If the indicator Fig. 17 Low Fuel Indicator
still fails to illuminate, replace the faulty instrument
cluster. If the problem being diagnosed is related to A low fuel indicator is standard equipment on all
inoperative headlamp high beams, be certain to instrument clusters (Fig. 17). The low fuel indicator
repair the headlamp system circuits and switches is located near the lower edge of the instrument clus-
before attempting to diagnose or repair the high ter, to the left of center. The low fuel indicator con-
beam indicator. If no headlamp system problems are sists of a stencil-like cutout of the International
found and the high beam indicator illuminates dur- Control and Display Symbol icon for Fuel in the
ing the instrument cluster actuator test, the follow- opaque layer of the instrument cluster overlay. The
ing procedure will help locate an open in the high dark outer layer of the overlay prevents the indicator
beam indicator driver circuit. Refer to the appropri- from being clearly visible when it is not illuminated.
ate wiring information. The wiring information An amber Light Emitting Diode (LED) behind the
includes wiring diagrams, proper wire and connector cutout in the opaque layer of the overlay causes the
repair procedures, details of wire harness routing icon to appear in amber through the translucent
and retention, connector pin-out information and outer layer of the overlay when the indicator is illu-
location views for the various wire harness connec- minated from behind by the LED, which is soldered
tors, splices and grounds. onto the instrument cluster electronic circuit board.
The low fuel indicator is serviced as a unit with the
WARNING: TO AVOID PERSONAL INJURY OR instrument cluster.
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- OPERATION
TEM BEFORE ATTEMPTING ANY STEERING The low fuel indicator gives an indication to the
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- vehicle operator when the level of fuel in the fuel
MENT PANEL COMPONENT DIAGNOSIS OR SER- tank becomes low. This indicator is controlled by a
VICE. DISCONNECT AND ISOLATE THE BATTERY transistor on the instrument cluster circuit board
NEGATIVE (GROUND) CABLE, THEN WAIT TWO based upon cluster programming and electronic mes-
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- sages received by the cluster from the Powertrain
CHARGE BEFORE PERFORMING FURTHER DIAG- Control Module (PCM) over the Programmable Com-
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY munications Interface (PCI) data bus. The low fuel
TO DISABLE THE SUPPLEMENTAL RESTRAINT indicator Light Emitting Diode (LED) is completely
SYSTEM. FAILURE TO TAKE THE PROPER PRE- controlled by the instrument cluster logic circuit, and
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- that logic will only allow this indicator to operate
BAG DEPLOYMENT. when the instrument cluster receives a battery cur-
rent input on the fused ignition switch output (run-
(1) Disconnect and isolate the battery negative start) circuit. Therefore, the LED will always be off
cable. Remove the instrument cluster from the when the ignition switch is in any position except On
instrument panel. Disconnect the instrument panel or Start. The LED only illuminates when it is pro-
wire harness connector (Connector C1) for the instru- vided a path to ground by the instrument cluster
ment cluster from the connector receptacle on the transistor. The instrument cluster will turn on the
back of the cluster housing. low fuel indicator for the following reasons:
(2) Reconnect the battery negative cable. Turn the Bulb Test - Each time the ignition switch is
headlamps On and select the headlamp high beams turned to the On position the indicator is illuminated
with the left multi-function switch control stalk. for about two seconds as a bulb test.
Check for battery voltage at the high beam indicator Less Than 12.5 Percent Tank Full Message -
driver circuit cavity of the instrument panel wire Each time the cluster receives a message from the
harness connector (Connector C1) for the instrument PCM indicating that the percent tank full is less
cluster. If OK, replace the faulty instrument cluster. than 12.5 (one-eighth), the low fuel indicator is illu-
If not OK, repair the open high beam indicator driver minated and a single chime tone is sounded. The low
circuit between the instrument cluster and the left fuel indicator remains illuminated until the cluster
multi-function switch as required. receives messages from the PCM for a continuous
twenty seconds indicating that the percent tank full
LOW FU EL I N DI CAT OR (Cont inue d)
has increased by more than 0.625 gallons or until the Light Emitting Diode (LED) behind the cutout in the
ignition switch is turned to the Off position, which- opaque layer of the overlay causes the icon to appear
ever occurs first. This strategy is intended to reduce in amber through the translucent outer layer of the
the effect that fuel sloshing within the fuel tank can overlay when the indicator is illuminated from
have on reliable indications. The chime tone feature behind by the LED, which is soldered onto the
will occur only once per ignition cycle. instrument cluster electronic circuit board. The MIL
Less Than Empty Percent Tank Full Mes- is serviced as a unit with the instrument cluster.
sage - Each time the cluster receives a message from
the PCM indicating the percent tank full is less than OPERATION
empty, the low fuel indicator is illuminated immedi- The Malfunction Indicator Lamp (MIL) gives an
ately. This message would indicate that the fuel tank indication to the vehicle operator when the Power-
sender input to the PCM is a short circuit. train Control Module (PCM) has recorded a Diagnos-
More Than Full Percent Tank Full Message tic Trouble Code (DTC) for an On-Board Diagnostics
- Each time the cluster receives a message from the II (OBDII) emissions-related circuit or component
PCM indicating the percent tank full is more than malfunction. The MIL is controlled by a transistor on
full, the low fuel indicator is illuminated immedi- the instrument cluster circuit board based upon clus-
ately. This message would indicate that the fuel tank ter programming and electronic messages received by
sender input to the PCM is an open circuit. the cluster from the PCM over the Programmable
Actuator Test - Each time the cluster is put Communications Interface (PCI) data bus. The MIL
through the actuator test, the low fuel indicator will Light Emitting Diode (LED) is completely controlled
be turned on, then off again during the bulb check by the instrument cluster logic circuit, and that logic
portion of the test to confirm the functionality of the will only allow this indicator to operate when the
LED and the cluster control circuitry. instrument cluster receives a battery current input
The PCM continually monitors the fuel tank send- on the fused ignition switch output (run-start) cir-
ing unit to determine the level of fuel in the fuel cuit. Therefore, the LED will always be off when the
tank. The PCM then sends the proper fuel level mes- ignition switch is in any position except On or Start.
sages to the instrument cluster. For further diagnosis The LED only illuminates when it is provided a path
of the low fuel indicator or the instrument cluster cir- to ground by the instrument cluster transistor. The
cuitry that controls the LED, (Refer to 8 - ELECTRI- instrument cluster will turn on the MIL for the fol-
CAL/INSTRUMENT CLUSTER - DIAGNOSIS AND lowing reasons:
TESTING). For proper diagnosis of the fuel tank Bulb Test - Each time the ignition switch is
sending unit, the PCM, the PCI data bus, or the elec- turned to the On position the indicator is illuminated
tronic message inputs to the instrument cluster that for about seven seconds as a bulb test. The entire
control the low fuel indicator, a DRBIIIt scan tool is two seven second bulb test is a function of the PCM.
required. Refer to the appropriate diagnostic infor- MIL Lamp-On Message - Each time the clus-
mation. ter receives a MIL lamp-on message from the PCM,
the indicator will be illuminated. The indicator can
be flashed on and off, or illuminated solid, as dic-
M ALFU N CT I ON I N DI CAT OR tated by the PCM message. For some DTCs, if a
LAM P (M I L) problem does not recur, the PCM will send a lamp-off
message automatically. Other DTCs may require
DESCRIPTION that a fault be repaired and the PCM be reset before
a lamp-off message will be sent. For more informa-
tion on the PCM and the DTC set and reset param-
eters, (Refer to 25 - EMISSIONS CONTROL -
OPERATION).
Fig. 18 Malfunction Indicator Lamp (MIL) Communication Error - If the cluster receives
A Malfunction Indicator Lamp (MIL) is standard no lamp-on or lamp-off message from the PCM for
equipment on all instrument clusters (Fig. 18). The twenty seconds, the MIL is illuminated by the instru-
MIL is located near the lower edge of the instrument ment cluster and a no BuS message will appear in
cluster, to the right of center. The MIL consists of a the odometer/trip odometer Vacuum Fluorescent Dis-
stencil-like cutout of the International Control and play (VFD) unit to indicate a loss of bus communica-
Display Symbol icon for Engine in the opaque layer tion. The indicator remains controlled and
of the instrument cluster overlay. The dark outer illuminated by the cluster until a valid lamp-on or
layer of the overlay prevents the indicator from being lamp-off message is received from the PCM.
clearly visible when it is not illuminated. An amber
M ALFU N CT I ON I N DI CAT OR LAM P (M I L) (Cont inue d)
Actuator Test - Each time the cluster is put odometer latches at these values, and will not roll
through the actuator test, the MIL will be turned on, over to zero. The trip odometer can display values up
then off again during the bulb check portion of the to 9,999.9 kilometers (9,999.9 miles) before it rolls
test to confirm the functionality of the LED and the over to zero. The odometer display does not have a
cluster control circuitry. decimal point and will not show values less than a
The PCM continually monitors the fuel and emis- full unit (kilometer or mile), while the trip odometer
sions system circuits and sensors to decide whether display does have a decimal point and will show
the system is in good operating condition. The PCM tenths of a unit (kilometer or mile). The unit of mea-
then sends the proper lamp-on or lamp-off messages sure (kilometers or miles) for the odometer and trip
to the instrument cluster. For further diagnosis of odometer display is not shown in the VFD. The unit
the MIL or the instrument cluster circuitry that con- of measure for the instrument cluster odometer/trip
trols the LED, (Refer to 8 - ELECTRICAL/INSTRU- odometer is selected at the time that it is manufac-
MENT CLUSTER - DIAGNOSIS AND TESTING). If tured, and cannot be changed. If the instrument clus-
the instrument cluster turns on the MIL after the ter has a speedometer with a primary scale in
bulb test, it may indicate that a malfunction has kilometers-per-hour, the letters KM are printed on
occurred and that the fuel and emissions system may the cluster mask next to the VFD window to indicate
require service. For proper diagnosis of the fuel and the odometer unit of measure.
emissions systems, the PCM, the PCI data bus, or The odometer has a Rental Car mode, which will
the electronic message inputs to the instrument clus- illuminate the odometer information in the VFD
ter that control the MIL, a DRBIIIt scan tool is whenever the driver side front door is opened with
required. Refer to the appropriate diagnostic infor- the ignition switch in the Off or Accessory positions.
mation. During daylight hours (exterior lamps are Off) the
VFD is illuminated at full brightness for clear visibil-
ity. At night (exterior lamps are On) the VFD lighting
ODOM ET ER level is adjusted with the other cluster illumination
lamps using the panel lamps dimmer control ring on
DESCRIPTION the control stalk of the left multi-function switch.
However, a Parade mode position of the panel
lamps dimmer control ring allows the VFD to be illu-
minated at full brightness if the exterior lamps are
turned On during daylight hours.
Fig. 19 Odometer Display The VFD, the trip odometer switch, and the trip
odometer switch button are serviced as a unit with
An odometer and trip odometer are standard the instrument cluster. The rubber trip odometer
equipment in all instrument clusters (Fig. 19). The reset knob boot that seals the hole in the cluster lens
odometer and trip odometer information are dis- through which the reset knob protrudes is available
played in a common electronic, blue-green Vacuum for individual service replacement.
Fluorescent Display (VFD). The VFD is soldered onto
the cluster electronic circuit board and is visible OPERATION
through a window with a smoked clear lens located The odometer and trip odometer give an indication
near the lower edge of the cluster overlay between to the vehicle operator of the distance the vehicle has
the tachometer and speedometer. The dark lens over traveled. This indicator is controlled by the instru-
the VFD prevents it from being clearly visible when ment cluster circuitry based upon cluster program-
it is not illuminated. However, the odometer, and trip ming and electronic messages received by the cluster
odometer information are not displayed simulta- from the Powertrain Control Module (PCM) over the
neously. The trip odometer reset switch on the Programmable Communications Interface (PCI) data
instrument cluster circuit board toggles the display bus. The odometer and trip odometer information is
between odometer and trip odometer modes by displayed by the instrument cluster Vacuum Fluores-
depressing the odometer/trip odometer switch button cent Display (VFD). The VFD will display the odom-
that extends through the lower edge of the cluster eter information whenever the driver door is opened
lens, just right of the odometer VFD. with the ignition switch in the Off or Accessory posi-
The odometer and trip odometer information is tions, and will display the last previously selected
stored in the instrument cluster memory. This infor- odometer or trip odometer information when the igni-
mation can be increased when the proper inputs are tion switch is turned to the On or Start positions.
provided to the instrument cluster, but the informa- The instrument cluster circuitry controls the VFD
tion cannot be decreased. The odometer can display and provides the following features:
values up to 999,999 kilometers (999,999 miles). The
ODOM ET ER (Cont inue d)
Odometer/Trip Odometer Display Toggling - ter, above the engine coolant temperature gauge. The
Actuating the trip odometer reset switch button oil pressure gauge consists of a movable gauge needle
momentarily with the VFD illuminated will toggle or pointer controlled by the instrument cluster cir-
the display between the odometer and trip odometer cuitry and a fixed 90 degree scale on the cluster over-
information. Each time the VFD is illuminated with lay that reads left-to-right from L (or Low) to H
the ignition switch in the On or Start positions, the (or High). An International Control and Display Sym-
display will automatically return to the last mode bol icon for Engine Oil is located on the cluster
previously selected (odometer or trip odometer). overlay, in the center of the gauge directly above the
Trip Odometer Reset - When the trip odome- hub of the gauge needle (Fig. 20). The oil pressure
ter reset switch button is pressed and held for longer gauge graphics are white and blue against a black
than about two seconds with the ignition switch in field, making them clearly visible within the instru-
the On or Start positions, trip odometer will be reset ment cluster in daylight. When illuminated from
to 0.0 kilometers (miles). The VFD must be display- behind by the panel lamps dimmer controlled cluster
ing the trip odometer information in order for the illumination lighting with the exterior lamps turned
trip odometer information to be reset. On, the white graphics appear white, and the blue
Communication Error - If the cluster fails to graphics appear blue. The orange gauge needle is
receive a distance message during normal operation, internally illuminated. Gauge illumination is pro-
it will hold and display the last data received until vided by replaceable incandescent bulb and bulb
the ignition switch is turned to the Off position. If holder units located on the instrument cluster elec-
the cluster does not receive a distance message tronic circuit board. The oil pressure gauge is ser-
within one second after the ignition switch is turned viced as a unit with the instrument cluster.
to the On position, it will display the last distance
message stored in the cluster memory. If the cluster OPERATION
is unable to display distance information due to an The oil pressure gauge gives an indication to the
error internal to the cluster, either 888888will be vehicle operator of the engine oil pressure. This
displayed in the VFD or the VFD will be blank. gauge is controlled by the instrument cluster circuit
Actuator Test - Each time the cluster is put board based upon cluster programming and elec-
through the actuator test, the number 8 will be tronic messages received by the cluster from the
scrolled across the VFD from right-to-left, then the Powertrain Control Module (PCM) over the Program-
trip odometer decimal point . will be illuminated in mable Communications Interface (PCI) data bus. The
order to confirm the functionality of each of the VFD oil pressure gauge is an air core magnetic unit that
segments and the cluster control circuitry. receives battery current on the instrument cluster
The PCM continually monitors the vehicle speed electronic circuit board through the fused ignition
pulse information received from the vehicle speed switch output (run-start) circuit whenever the igni-
sensor, then sends the proper distance messages to tion switch is in the On or Start positions. The clus-
the instrument cluster. For further diagnosis of the ter is programmed to move the gauge needle back to
odometer/trip odometer or the instrument cluster cir- the low end of the scale after the ignition switch is
cuitry that controls these functions, (Refer to 8 - turned to the Off position. The instrument cluster
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO- circuitry controls the gauge needle position and pro-
SIS AND TESTING). For proper diagnosis of the vides the following features:
vehicle speed sensor, the PCM, the PCI data bus, or Engine Oil Pressure Message - Each time the
the electronic message inputs to the instrument clus- cluster receives a message from the PCM indicating
ter that control the odometer/trip odometer, a the engine oil pressure of a 2.4L engine is above
DRBIIIt scan tool is required. Refer to the appropri- about 0.2 kg/cm2 (3 psi), or of any engine other than
ate diagnostic information. a 2.4L is above about 0.4 kg/cm2 (6 psi), the cluster
moves the gauge needle to the middle of the normal
range on the gauge scale to represent the engine oil
OI L PRESSU RE GAU GE pressure. The gauge needle will continue to be posi-
tioned at the middle of normal range on the gauge
DESCRIPTION scale until the cluster receives a message from the
PCM that indicates the engine oil pressure is low, or
Fig. 20 Engine Oil Icon whichever occurs first.
An oil pressure gauge is standard equipment on all Engine Oil Pressure Low Message - Each
instrument clusters. The oil pressure gauge is located time the cluster receives a message from the PCM
in the upper right quadrant of the instrument clus- indicating the engine oil pressure of a 2.4L engine is
OI L PRESSU RE GAU GE (Cont inue d)
below about 0.2 kg/cm2 (3 psi), or of any engine other REAR LOCK I N DI CAT OR
than a 2.4L is below about 0.4 kg/cm2 (6 psi), the
gauge needle is moved to the graduation at the far
DESCRIPTION
left (low) end of the gauge scale, the check gauges
indicator is illuminated, and a single chime tone is
generated. The gauge needle remains at the left end
of the gauge scale and the check gauges indicator
remains illuminated until the cluster receives a mes-
sage from the PCM indicating that the engine oil Fig. 21 Rear Lock Indicator
pressure of a 2.4L engine is above about 0.2 kg/cm2 A rear lock indicator is standard equipment on all
(3 psi), or of any engine other than a 2.4L is above instrument clusters, but is only functional on vehi-
about 0.4 kg/cm2 (6 psi), or until the ignition switch cles equipped with the optional off-road package (Fig.
is turned to the Off position, whichever occurs first. 21). The rear lock indicator is located near the upper
The cluster will only turn the check gauges indicator edge of the instrument cluster, to the right of center.
on in response to an engine oil pressure low message The rear lock indicator consists of a stencil-like cut-
if the engine speed message is 300 rpm or greater for out of the words REAR LOCK in the opaque layer
more than about five seconds. of the instrument cluster overlay. The dark outer
Communication Error - If the cluster fails to layer of the overlay prevents the indicator from being
receive an engine oil pressure message, it will hold clearly visible when it is not illuminated. A amber
the gauge needle at the last indication about twelve Light Emitting Diode (LED) behind the cutout in the
seconds or until the ignition switch is turned to the opaque layer of the overlay causes the REAR LOCK
Off position, whichever occurs first. After twelve sec- text to appear in amber through the translucent
onds, the cluster will move the gauge needle to the outer layer of the overlay when the indicator is illu-
left end of the gauge scale. minated from behind by the LED, which is soldered
Actuator Test - Each time the cluster is put onto the instrument cluster electronic circuit board.
through the actuator test, the gauge needle will be The illumination intensity of the rear lock indicator
swept to several calibration points on the gauge scale is one-step dimmable. When the exterior lighting is
in a prescribed sequence to confirm the functionality turned On, the indicator is dimmed; and, when the
of the gauge and the cluster control circuitry. exterior lighting is turned Off, the indicator is illumi-
The PCM continually monitors the engine oil pres- nated at full intensity. The rear lock indicator is ser-
sure sensor to determine the engine oil pressure. The viced as a unit with the instrument cluster.
PCM then sends the proper engine oil pressure mes-
sages to the instrument cluster. For further diagnosis OPERATION
of the oil pressure gauge or the instrument cluster The rear lock indicator gives an indication to the
circuitry that controls the gauge, (Refer to 8 - ELEC- vehicle operator of the status of the locker mecha-
TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS nism in the rear axle of vehicles equipped with the
AND TESTING). If the instrument cluster turns on optional off-road package. The rear lock indicator can
the check gauges indicator due to a low oil pressure also give an indication when certain faults are
gauge reading, it may indicate that the engine or the detected in the axle locker system. This indicator is
engine oiling system requires service. For proper controlled by a transistor on the instrument cluster
diagnosis of the engine oil pressure sensor, the PCM, electronic circuit board based upon cluster program-
the PCI data bus, or the electronic message inputs to ming, and hard wired inputs to the cluster from the
the instrument cluster that control the oil pressure key-in ignition switch, the axle lock switch, and the
gauge, a DRBIIIt scan tool is required. Refer to the rear locker indicator switch. The rear lock indicator
appropriate diagnostic information. Light Emitting Diode (LED) is completely controlled
by the instrument cluster logic circuit, and that logic
will allow this indicator to operate whenever the
instrument cluster receives a battery current input
on the fused B(+) circuit. Therefore, the LED can be
illuminated regardless of the ignition switch position.
The cluster can illuminate the LED solid, or flash it
on and off at two different rates, slow or fast. The
slow rate is about one flash per second, while the fast
rate is about two flashes per second. The LED only
illuminates when it is provided a path to ground by
the instrument cluster transistor. The instrument
REAR LOCK I N DI CAT OR (Cont inue d)
cluster will turn on the rear lock indicator for the fol- the switch is enabled and the rear or the rear and
lowing reasons: front axle lock position of the switch is selected by
Rear Axle Lock Request Input - Each time the vehicle operator. The rear locker indicator switch
the cluster detects ground on the rear axle lock on the rear axle housing provides a hard wired
request circuit from the axle lock switch (rear axle ground input to the instrument cluster whenever the
lock request circuit ground = rear axle lock request rear axle locker mechanism is engaged. The key-in
active) while the key is in the ignition lock cylinder, ignition switch integral to the ignition switch pro-
the rear lock indicator flashes on and off at a slow vides a hard wired ground input to the instrument
rate. The indicator continues to flash until the rear cluster whenever a key is present in the ignition lock
axle lock request input to the cluster is an open cir- cylinder. Each of these inputs to the instrument clus-
cuit (rear axle lock request circuit open = rear axle ter can be diagnosed using conventional diagnostic
lock request inactive), or until the cluster detects a tools and methods. For further diagnosis of the
change in the inputs from the rear locker indicator instrument cluster circuitry that controls the rear
switch or the key-in ignition switch, whichever occurs lock indicator LED, (Refer to 8 - ELECTRICAL/IN-
first. STRUMENT CLUSTER - DIAGNOSIS AND TEST-
Rear Locker Indicator Switch Input - Each ING).
time the cluster detects ground on the rear locker
indicator switch sense circuit (rear locker indicator
switch closed = rear axle locker engaged) while the SEAT BELT I N DI CAT OR
rear axle lock request is active and the key is in the
ignition lock cylinder, the rear lock indicator is illu- DESCRIPTION
minated solid. The indicator remains illuminated
solid until the rear locker indicator switch input to
the cluster is an open circuit (rear locker indicator
switch open = rear axle locker disengaged), or until
Fig. 22 Seatbelt Indicator
the cluster detects a change in the inputs from the
axle lock switch or the key-in ignition switch, which- A seatbelt indicator is standard equipment on all
ever occurs first. instrument clusters (Fig. 22). The seatbelt indicator
Rear Lock Request/Feedback Mismatch - is located near the center of the instrument cluster,
Each time the cluster detects that the inputs from between the tachometer and the speedometer. The
the axle lock switch (request) on the rear axle lock seatbelt indicator consists of a stencil-like cutout of
request circuit and from the rear locker indicator the International Control and Display Symbol icon
switch (feedback) on the rear locker indicator switch for Seat Belt in the opaque layer of the instrument
sense circuit are mismatched, the rear lock indicator cluster overlay. The dark outer layer of the overlay
flashes on and off at a slow rate. This condition prevents the indicator from being clearly visible
occurs when the lock request is active but the axle when it is not illuminated. A red Light Emitting
locker remains disengaged, or when the lock request Diode (LED) behind the cutout in the opaque layer of
is inactive but the axle locker remains engaged. The the overlay causes the icon to appear in red through
indicator continues to flash until the request and the the translucent outer layer of the overlay when the
feedback are matching. indicator is illuminated from behind by the LED,
Key-In Ignition Switch Input - Each time the which is soldered onto the instrument cluster elec-
cluster detects that the key has been removed from tronic circuit board. The seatbelt indicator is serviced
the ignition lock cylinder (key-in ignition switch open as a unit with the instrument cluster.
= key is not in ignition switch) while the rear axle
lock request is still active, the rear lock indicator OPERATION
flashes at a fast rate and three chime tones are The seatbelt indicator gives an indication to the
sounded. The indicator will continue to flash at this vehicle operator of the status of the driver side front
rate until the key is replaced in the ignition switch seatbelt. This indicator is controlled by a transistor
lock cylinder (key-in ignition switch closed = key is in on the instrument cluster circuit board based upon
ignition switch) while the rear axle lock request is cluster programming and a hard wired input from
still active, or until the rear axle lock request input the seatbelt switch in the driver side front seatbelt
is deactivated, whichever occurs first. buckle through the seat belt indicator driver circuit.
The axle lock switch in the accessory switch bezel The seatbelt indicator Light Emitting Diode (LED) is
on the instrument panel provides a hard wired completely controlled by the instrument cluster logic
ground input to the instrument cluster circuitry circuit, and that logic will only allow this indicator to
through the rear axle lock request circuit whenever operate when the instrument cluster receives a bat-
SEAT BELT I N DI CAT OR (Cont inue d)
tery current input on the fused ignition switch out- instrument cluster, to the right of center. The four-
put (run-start) circuit. Therefore, the LED will wheel drive indicator consists of a stencil-like cutout
always be off when the ignition switch is in any posi- of the text 4WD in the opaque layer of the instru-
tion except On or Start. The LED only illuminates ment cluster overlay. The dark outer layer of the
when it is provided a path to ground by the instru- overlay prevents the indicator from being clearly vis-
ment cluster transistor. The instrument cluster will ible when it is not illuminated. A amber Light Emit-
turn on the seatbelt indicator for the following rea- ting Diode (LED) behind the cutout in the opaque
sons: layer of the overlay causes the 4WD text to appear
Seatbelt Reminder Function - Each time the in amber through the translucent outer layer of the
cluster receives a battery current input on the fused overlay when the indicator is illuminated from
ignition switch output (run-start) circuit, the indica- behind by the LED, which is soldered onto the
tor will be illuminated as a seatbelt reminder for instrument cluster electronic circuit board. The illu-
about seven seconds, or until the ignition switch is mination intensity of the four-wheel drive indicator is
turned to the Off position, whichever occurs first. one-step dimmable. When the exterior lighting is
This reminder function will occur regardless of the turned On, the indicator is dimmed; and, when the
status of the seatbelt switch input to the cluster. exterior lighting is turned Off, the indicator is illumi-
Driver Side Front Seatbelt Not Buckled - nated at full intensity. The four-wheel drive indicator
Following the seatbelt reminder function, each time is serviced as a unit with the instrument cluster.
the cluster detects a ground on the seat belt switch
sense circuit (seatbelt switch closed = seatbelt OPERATION
unbuckled) with the ignition switch in the Start or The four-wheel drive indicator gives an indication
On positions, the indicator will be illuminated. The to the vehicle operator that a four-wheel drive oper-
seatbelt indicator remains illuminated until the seat ating mode of the four-wheel drive transfer case is
belt switch sense input to the cluster is an open cir- selected. The four-wheel drive indicator lights when
cuit (seatbelt switch open = seatbelt buckled), or the transfer case is engaged in the 4H or 4L posi-
until the ignition switch is turned to the Off position, tions. This indicator is controlled by a transistor on
whichever occurs first. the instrument cluster electronic circuit board based
Actuator Test - Each time the cluster is put upon cluster programming. On models not equipped
through the actuator test, the seatbelt indicator will with the optional Off-Road Package the cluster also
be turned on, then off again during the bulb check uses a hard wired transfer case switch input. Models
portion of the test to confirm the functionality of the that are equipped with the Off-Road Package do not
LED and the cluster control circuitry. have a hard wired transfer case switch input, so the
The seatbelt switch is connected in series between cluster uses electronic messages received by the clus-
ground and the seat belt switch sense input to the ter from the Powertrain Control Module (PCM) over
instrument cluster. The seatbelt switch input to the the Programmable Communications Interface (PCI)
instrument cluster circuitry can be diagnosed using data bus to determine the transfer case operating
conventional diagnostic tools and methods. For fur- mode. The four-wheel drive indicator Light Emitting
ther diagnosis of the seatbelt indicator or the instru- Diode (LED) is completely controlled by the instru-
ment cluster circuitry that controls the LED, (Refer ment cluster logic circuit, and that logic will only
to 8 - ELECTRICAL/INSTRUMENT CLUSTER - allow this indicator to operate when the instrument
DIAGNOSIS AND TESTING). cluster receives a battery current input on the fused
ignition switch output (run-start) circuit. Therefore,
the LED will always be off when the ignition switch
SH I FT I N DI CAT OR (T RAN SFER is in any position except On or Start. The LED only
CASE) illuminates when it is provided a path to ground by
the instrument cluster transistor. The instrument
DESCRIPTION cluster will turn on the four-wheel drive indicator for
the following reasons:
Transfer Case Switch Input - Each time the
cluster detects a ground on the 4WD switch sense
circuit (transfer case switch closed = 4WD mode
selected) the part time indicator is illuminated. The
Fig. 23 4WD Indicator indicator remains illuminated until the 4WD switch
A four-wheel drive indicator is standard equipment sense input to the cluster is an open circuit (transfer
on all instrument clusters (Fig. 23). The four-wheel case switch open = 4WD mode not selected), or until
drive indicator is located near the upper edge of the
SH I FT I N DI CAT OR (T RAN SFER CASE) (Cont inue d)
the ignition switch is turned to the Off position, of the four-wheel drive indicator Light Emitting
whichever occurs first. Diode (LED) and the cluster control circuitry by per-
4WD Transfer Case Status Message - Each forming the instrument cluster actuator test. (Refer
time the cluster receives a message from the PCM to 8 - ELECTRICAL/INSTRUMENT CLUSTER -
indicating that the transfer case is operating in a DIAGNOSIS AND TESTING). If the four-wheel drive
four-wheel drive mode, the 4WD indicator is illumi- indicator fails to illuminate during the actuator test,
nated. The 4WD indicator remains illuminated until replace the faulty instrument cluster. If the problem
the cluster receives messages from the PCM indicat- being diagnosed is related to indicator accuracy, be
ing that the transfer case is not in a four-wheel drive certain to confirm that the problem is with the indi-
mode or until the ignition switch is turned to the Off cator or transfer case switch and not a mechanical
position, whichever occurs first. malfunction of the transfer case or transfer case shift
Actuator Test - Each time the cluster is put linkage. (Refer to 21 - TRANSMISSION/TRANS-
through the actuator test, the 4WD indicator will be AXLE/TRANSFER CASE - DIAGNOSIS AND TEST-
turned on, then off again during the bulb check por- ING). If no transfer case problem is found, the
tion of the test to confirm the functionality of the following procedure will help to locate a short or open
LED and the cluster control circuitry. in the 4WD switch sense circuit. Refer to the appro-
On models without the Off-Road Package, the priate wiring information. The wiring information
transfer case shift position switch is connected in includes wiring diagrams, proper wire and connector
series between ground and the 4WD switch sense repair procedures, details of wire harness routing
input to the instrument cluster. The transfer case and retention, connector pin-out information and
switch input to the instrument cluster circuitry can location views for the various wire harness connec-
be diagnosed using conventional diagnostic tools and tors, splices and grounds.
methods. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/TRANSFER CASE - DESCRIPTION) for more WARNING: TO AVOID PERSONAL INJURY OR
information on the transfer case switch. For further DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
diagnosis of the 4WD indicator or the instrument DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
cluster circuitry that controls the LED, (Refer to 8 - TEM BEFORE ATTEMPTING ANY STEERING
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO- WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
SIS AND TESTING). MENT PANEL COMPONENT DIAGNOSIS OR SER-
On models equipped with the Off-Road Package, VICE. DISCONNECT AND ISOLATE THE BATTERY
the PCM continually monitors the transfer case shift NEGATIVE (GROUND) CABLE, THEN WAIT TWO
position switch to determine the operating mode of MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
the transfer case. The PCM then sends the proper CHARGE BEFORE PERFORMING FURTHER DIAG-
transfer case shift position status messages to the NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
instrument cluster. For further diagnosis of the 4WD TO DISABLE THE SUPPLEMENTAL RESTRAINT
indicator or the instrument cluster circuitry that con- SYSTEM. FAILURE TO TAKE THE PROPER PRE-
trols the LED, (Refer to 8 - ELECTRICAL/INSTRU- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
MENT CLUSTER - DIAGNOSIS AND TESTING). BAG DEPLOYMENT.
For proper diagnosis of the transfer case shift posi-
tion switch, the PCM, the PCI data bus, or the elec-
INDICATOR DOES NOT ILLUMINATE WITH 4WD MODE
tronic message inputs to the instrument cluster that SELECTED
control the 4WD indicator, a DRBIIIt scan tool is
required. Refer to the appropriate diagnostic infor-
cable. Disconnect the engine wire harness connector
mation.
for the transfer case switch from the transfer case
switch connector receptacle. Check for continuity
DIAGNOSIS AND TESTING - 4WD INDICATOR between the ground circuit cavity of the engine wire
The diagnosis found here addresses an inoperative harness connector for the transfer case switch and a
four-wheel drive indicator condition only on models good ground. There should be continuity. If OK, go to
that are not equipped with the optional Off-Road Step 2. If not OK, repair the open ground circuit to
Package. If the vehicle is equipped with the Off-Road ground (G105) as required.
Package, for proper diagnosis of the transfer case (2) Reconnect the battery negative cable. Turn the
switch, the PCM, the PCI data bus, or the electronic ignition switch to the On position. Install a jumper
message inputs to the instrument cluster that control wire between the 4WD switch sense circuit cavity of
the 4WD indicator, a DRBIIIt scan tool is required. the engine wire harness connector for the transfer
Refer to the appropriate diagnostic information. case switch and a good ground. The 4WD indicator
Before beginning this test, confirm the functionality
SH I FT I N DI CAT OR (T RAN SFER CASE) (Cont inue d)
should light. If OK, replace the faulty transfer case lay, to the left of center. The SKIS indicator consists
switch. If not OK, go to Step 3. of a stencil-like cutout of a graphical representation
(3) Turn the ignition switch to the Off position. or icon of a key that is circled and crossed-out in the
Disconnect and isolate the battery negative cable. opaque layer of the instrument cluster overlay. The
Remove the instrument cluster from the instrument dark outer layer of the overlay prevents the indicator
panel. Disconnect the instrument panel wire harness from being clearly visible when it is not illuminated.
connector (Connector C2) for the instrument cluster A amber Light Emitting Diode (LED) behind the cut-
from the connector receptacle on the back of the clus- out in the opaque layer of the overlay causes the
ter housing. Check for continuity between the 4WD indicator to appear in amber through the translucent
switch sense circuit cavities of the instrument panel outer layer of the overlay when the indicator is illu-
wire harness connector (Connector C2) for the instru- minated from behind by the LED, which is soldered
ment cluster and the engine wire harness connector onto the instrument cluster electronic circuit board.
for the transfer case switch. There should be continu- The SKIS indicator is serviced as a unit with the
ity. If OK, replace the faulty instrument cluster. If instrument cluster.
not OK, repair the open 4WD switch sense circuit
between the instrument cluster and the transfer case OPERATION
switch as required. The Sentry Key Immobilizer System (SKIS) indica-
tor gives an indication to the vehicle operator of the
INDICATOR STAYS ILLUMINATED WITH 4WD MODE NOT status of the SKIS. This indicator is controlled by the
SELECTED instrument cluster circuit board based upon elec-
(1) Disconnect and isolate the battery negative tronic messages received by the cluster from the Sen-
cable. Disconnect the engine wire harness connector try Key Immobilizer Module (SKIM) over the
for the transfer case switch from the transfer case Programmable Communications Interface (PCI) data
switch connector receptacle. Check for continuity bus. The SKIS indicator Light Emitting Diode (LED)
between the ground circuit and the 4WD switch is completely controlled by the instrument cluster
sense circuit terminals in the transfer case switch logic circuit, and that logic will only allow this indi-
connector receptacle. There should be no continuity. cator to operate when the instrument cluster receives
If OK, go to Step 2. If not OK, replace the faulty a battery current input on the fused ignition switch
transfer case switch. output (run-start) circuit. Therefore, the LED will
(2) Remove the instrument cluster from the instru- always be off when the ignition switch is in any posi-
ment panel. Disconnect the instrument panel wire tion except On or Start. The LED only illuminates
harness connector (Connector C2) for the instrument when it is provided a path to ground by the instru-
cluster from the connector receptacle on the back of ment cluster transistor. The instrument cluster will
the cluster housing. Check for continuity between the turn on the SKIS indicator for the following reasons:
4WD switch sense circuit cavity of the instrument Bulb Test - Each time the ignition switch is
panel wire harness connector (Connector C2) for the turned to the On position, the SKIM sends a message
instrument cluster and a good ground. There should to the cluster to illuminate the SKIS indicator for
be no continuity. If OK, replace the faulty instrument about three seconds as a bulb test.
cluster. If not OK, repair the shorted 4WD switch SKIM Lamp-On Message - Each time the clus-
sense circuit between the transfer case switch and ter receives a lamp-on message from the SKIM, the
the instrument cluster as required. SKIS indicator will be illuminated. The indicator can
tated by the SKIM message. For more information on
SK I S I N DI CAT OR the SKIS and the SKIS indicator control parameters,
(Refer to 8 - ELECTRICAL/VEHICLE THEFT SECU-
DESCRIPTION RITY - OPERATION). The indicator remains illumi-
nated until the cluster receives a lamp-off message
from the SKIM or until the ignition switch is turned
to the Off position, whichever occurs first.
Fig. 24 SKIS Indicator through the actuator test, the SKIS indicator will be
A Sentry Key Immobilizer System (SKIS) indicator turned on, then off again during the bulb check por-
is standard equipment on all instrument clusters, but tion of the test to confirm the functionality of the
is only functional on vehicles equipped with the LED and the cluster control circuitry.
optional SKIS (Fig. 24). The SKIS indicator is located The SKIM performs a self-test each time the igni-
near the upper edge of the instrument cluster over- tion switch is turned to the On position to decide
SK I S I N DI CAT OR (Cont inue d)
whether the system is in good operating condition. OPERATION
The SKIM then sends the proper SKIS lamp-on or The speedometer gives an indication to the vehicle
lamp-off messages to the instrument cluster. For fur- operator of the vehicle road speed. This gauge is con-
ther diagnosis of the SKIS indicator or the instru- trolled by the instrument cluster circuit board based
ment cluster circuitry that controls the indicator, upon cluster programming and electronic messages
(Refer to 8 - ELECTRICAL/INSTRUMENT CLUS- received by the cluster from the Powertrain Control
TER - DIAGNOSIS AND TESTING). If the instru- Module (PCM) over the Programmable Communica-
ment cluster turns on the SKIS indicator after the tions Interface (PCI) data bus. The speedometer is an
bulb test, either solid or flashing, it indicates that a air core magnetic unit that receives battery current
SKIS malfunction has occurred or that the SKIS is on the instrument cluster electronic circuit board
inoperative. For proper diagnosis of the SKIS, the through the fused ignition switch output (run-start)
PCI data bus, or the electronic message inputs to the circuit whenever the ignition switch is in the On or
instrument cluster that control the SKIS indicator, a Start positions. The cluster is programmed to move
DRBIIIt scan tool is required. Refer to the appropri- the gauge needle back to the low end of the scale
ate diagnostic information. after the ignition switch is turned to the Off position.
The instrument cluster circuitry controls the gauge
needle position and provides the following features:
SPEEDOM ET ER Vehicle Speed Message - Each time the clus-
ter receives a vehicle speed message from the PCM it
DESCRIPTION will calculate the correct vehicle speed reading and
position the gauge needle at that relative speed posi-
tion on the gauge scale. The cluster will receive a
new vehicle speed message and reposition the gauge
pointer accordingly about every 86 milliseconds. The
Fig. 25 Speedometer Text gauge needle will continue to be positioned at the
actual vehicle speed position on the gauge scale until
A speedometer is standard equipment on all instru-
the ignition switch is turned to the Off position.
ment clusters. The speedometer is located next to the
Communication Error - If the cluster fails to
tachometer, just to the right of center in the instru-
receive a speedometer message, it will hold the gauge
ment cluster. The speedometer consists of a movable
needle at the last indication for about six seconds, or
gauge needle or pointer controlled by the instrument
cluster circuitry and a fixed 210 degree primary scale
whichever occurs first. After six seconds, the gauge
on the cluster overlay that reads left-to-right either
needle will return to the left end of the gauge scale.
from 0 to 100 mph, from 0 to 110 mph, or from
0 to 180 km/h, depending upon the requirements
through the actuator test, the gauge needle will be
of the market for which the vehicle is manufactured.
swept to several calibration points on the gauge scale
Each version also has a secondary inner scale on the
in a prescribed sequence in order to confirm the func-
cluster overlay that provides the equivalent opposite
tionality of the gauge and the cluster control cir-
units from the primary scale. Text appearing on the
cuitry.
cluster overlay just below the hub of the speedometer
The PCM continually monitors the vehicle speed
needle abbreviates the unit of measure for the pri-
sensor to determine the vehicle road speed, then
mary scale (i.e.: MPH or km/h), followed by the unit
sends the proper vehicle speed messages to the
of measure for the secondary scale (Fig. 25). The
instrument cluster. For further diagnosis of the
speedometer graphics are white (primary scale) and
speedometer or the instrument cluster circuitry that
blue (secondary scale) against a black field, making
controls the gauge, (Refer to 8 - ELECTRICAL/IN-
them clearly visible within the instrument cluster in
STRUMENT CLUSTER - DIAGNOSIS AND TEST-
daylight. When illuminated from behind by the panel
ING). For proper diagnosis of the vehicle speed
lamps dimmer controlled cluster illumination lighting
sensor, the PCM, the PCI data bus, or the electronic
with the exterior lamps turned On, the white graph-
message inputs to the instrument cluster that control
ics appear white and the blue graphics appear blue.
the speedometer, a DRBIIIt scan tool is required.
The orange gauge needle is internally illuminated.
Refer to the appropriate diagnostic information.
Gauge illumination is provided by replaceable incan-
descent bulb and bulb holder units located on the
instrument cluster electronic circuit board. The
speedometer is serviced as a unit with the instru-
ment cluster.
TACH OM ET ER will calculate the correct engine speed reading and

position the gauge needle at that relative speed posi-
tion on the gauge scale. The cluster will receive a
DESCRIPTION
new engine speed message and reposition the gauge
pointer accordingly about every 86 milliseconds. The
gauge needle will continually be repositioned on the
gauge scale until the engine stops running, or until
the ignition switch is turned to the Off position,
Fig. 26 Tachometer Text whichever occurs first.
A tachometer is standard equipment on all instru- Communication Error - If the cluster fails to
ment clusters. The tachometer is located to the left of receive an engine speed message, it will hold the
the speedometer, just to the left of center in the gauge needle at the last indication for about six sec-
instrument cluster. The tachometer consists of a onds, or until the ignition switch is turned to the Off
movable gauge needle or pointer controlled by the position, whichever occurs first. After six seconds, the
instrument cluster circuitry and a fixed 210 degree gauge needle will return to the left (low) end of the
scale on the cluster overlay that reads left-to-right gauge scale.
from 0 to 6. The text X1000 RPM imprinted on the Actuator Test - Each time the cluster is put
cluster overlay directly below the hub of the tachom- through the actuator test, the gauge needle will be
eter needle identifies that each number on the swept to several calibration points on the gauge scale
tachometer scale is to be multiplied by 1000 rpm in a prescribed sequence to confirm the functionality
(Fig. 26). Red graduations at the right (high) end of of the gauge and the cluster control circuitry.
the gauge scale designate the engine overspeed area The PCM continually monitors the crankshaft posi-
of the gauge. The tachometer graphics are white tion sensor to determine the engine speed. The PCM
against a black field, except for the red graduations, then sends the proper engine speed messages to the
making them clearly visible within the instrument instrument cluster. For further diagnosis of the
cluster in daylight. When illuminated from behind by tachometer or the instrument cluster circuitry that
the panel lamps dimmer controlled cluster illumina- controls the gauge, (Refer to 8 - ELECTRICAL/IN-
tion lighting with the exterior lamps turned On, the STRUMENT CLUSTER - DIAGNOSIS AND TEST-
white graphics appear white and the red graphics ING). For proper diagnosis of the crankshaft position
appear red. The orange gauge needle is internally sensor, the PCM, the PCI data bus, or the electronic
illuminated. Gauge illumination is provided by message inputs to the instrument cluster that control
replaceable incandescent bulb and bulb holder units the tachometer, a DRBIIIt scan tool is required.
located on the instrument cluster electronic circuit Refer to the appropriate diagnostic information.
board. The tachometer is serviced as a unit with the
instrument cluster.
T U RN SI GN AL I N DI CAT OR
OPERATION
The tachometer gives an indication to the vehicle DESCRIPTION
operator of the engine speed. This gauge is controlled
by the instrument cluster circuit board based upon
cluster programming and electronic messages
received by the cluster from the Powertrain Control
Module (PCM) over the Programmable Communica- Fig. 27 Turn Signal Indicators
tions Interface (PCI) data bus. The tachometer is an Two turn signal indicators, one right and one left,
air core magnetic unit that receives battery current are standard equipment on all instrument clusters
on the instrument cluster electronic circuit board (Fig. 27). The turn signal indicators are located near
through the fused ignition switch output (run-start) the upper edge of the instrument cluster, between
circuit whenever the ignition switch is in the On or the speedometer and the tachometer. Each turn sig-
Start positions. The cluster is programmed to move nal indicator consists of a stencil-like cutout of the
the gauge needle back to the low end of the scale International Control and Display Symbol icon for
after the ignition switch is turned to the Off position. Turn Warning in the opaque layer of the instru-
The instrument cluster electronic circuitry controls ment cluster overlay. The dark outer layer of the
the gauge needle position and provides the following overlay prevents these icons from being clearly visi-
features: ble when they are not illuminated. A green Light
Engine Speed Message - Each time the cluster Emitting Diode (LED) behind each turn signal indi-
receives an engine speed message from the PCM it cator cutout in the opaque layer of the cluster over-
T U RN SI GN AL I N DI CAT OR (Cont inue d)
lay causes the icon to appear in green through the cluster overlay. The dark outer layer of the cluster
translucent outer layer of the overlay when the indi- overlay prevents the icon from being clearly visible
cator is illuminated from behind the LED, which is when the indicator is not illuminated. A amber Light
soldered onto the instrument cluster electronic circuit Emitting Diode (LED) behind the cutout in the
board. The turn signal indicators are serviced as a opaque layer of the cluster overlay causes the icon to
unit with the instrument cluster. appear in amber through the translucent outer layer
of the overlay when the indicator is illuminated from
OPERATION behind by the LED, which is soldered onto the
The turn signal indicators give an indication to the instrument cluster electronic circuit board. The illu-
vehicle operator that the turn signals (left or right mination intensity of the upshift indicator is one-step
indicator flashing) or hazard warning (both left and dimmable. When the exterior lighting is turned On,
right indicators flashing) have been selected and are the indicator is dimmed; and, when the exterior
operating. These indicators are controlled by two lighting is turned Off, the indicator is illuminated at
individual hard wired inputs received by the cluster full intensity. The upshift indicator is serviced as a
from the turn signal switch circuitry and hazard unit with the instrument cluster.
warning switch circuitry within the left multi-func-
tion switch. Each turn signal indicator Light Emit- OPERATION
ting Diode (LED) is grounded on the instrument The upshift indicator gives an indication to the
cluster electronic circuit board at all times. There- vehicle operator when the manual transmission
fore, these indicators remain functional regardless of should be shifted to the next highest gear in order to
the ignition switch position. Each LED will only illu- achieve the best fuel economy. This indicator is con-
minate when it is provided battery current by the cir- trolled by a transistor on the instrument cluster cir-
cuitry of the left multi-function switch. cuit board based upon cluster programming and
The turn signal indicators are connected in series electronic messages received by the cluster from the
between the output of the combination flasher on the Powertrain Control Module (PCM) over the Program-
left multi-function switch and the left or right turn mable Communications Interface (PCI) data bus. The
signal inputs to the instrument cluster, but in paral- upshift indicator function of the instrument cluster is
lel with the other turn signal circuits. This arrange- electronically enabled or disabled by a PCI data bus
ment allows the turn signal indicators to remain message received by the cluster from the PCM. The
functional, regardless of the condition of the other upshift indicator Light Emitting Diode (LED) is com-
circuits in the turn signal and hazard warning sys- pletely controlled by the instrument cluster logic cir-
tems. The turn signal switch and hazard warning cuit, and that logic will only allow this indicator to
switch inputs to the instrument cluster can be diag- operate when the instrument cluster receives a bat-
nosed using conventional diagnostic tools and meth- tery current input on the fused ignition switch out-
ods. (Refer to 8 - ELECTRICAL/LAMPS/LIGHTING - put (run-start) circuit. Therefore, the indicator will
EXTERIOR/LEFT MULTI-FUNCTION SWITCH - always be off when the ignition switch is in any posi-
OPERATION) for more information on the turn sig- tion except On or Start. The LED only illuminates
nal switch and the hazard warning switch. when it is provided a path to ground by the instru-
ment cluster transistor. The instrument cluster will
turn on the upshift indicator for the following rea-
U PSH I FT I N DI CAT OR sons:
Upshift Lamp-On Message - Each time the
DESCRIPTION cluster receives an upshift lamp-on message from the
PCM indicating the engine speed and load conditions
are right for a transmission upshift to occur, the
upshift indicator is illuminated. The indicator
Fig. 28 Upshift Indicator remains illuminated until the cluster receives an
An upshift indicator is standard equipment on all upshift lamp-off message from the PCM, or until the
instrument clusters (Fig. 28). However, on vehicles ignition switch is turned to the Off position, which-
not built for North American markets and those not ever occurs first. The PCM will normally send an
equipped with a manual transmission, this indicator upshift lamp-off message three to five seconds after a
is electronically disabled. The upshift indicator is lamp-on message, if an upshift is not performed. The
located near the upper edge of the instrument clus- indicator will then remain off until the vehicle stops
ter, to the right of center. The upshift indicator con- accelerating and is brought back into the range of
sists of a stencil-like cutout of an upward pointed indicator operation, or until the transmission is
arrow icon in the opaque layer of the instrument shifted into another gear.
U PSH I FT I N DI CAT OR (Cont inue d)
Actuator Test - Each time the cluster is put gauge is controlled by the instrument cluster circuit
through the actuator test, the upshift indicator will board based upon cluster programming and elec-
be turned on, then off again during the bulb check tronic messages received by the cluster from the
portion of the test to confirm the functionality of the Powertrain Control Module (PCM) over the Program-
LED and the cluster control circuitry. mable Communications Interface (PCI) data bus. The
The PCM continually monitors the engine speed voltage gauge is an air core magnetic unit that
and load conditions to determine the proper fuel and receives battery current on the instrument cluster
ignition requirements. The PCM then sends the electronic circuit board through the fused ignition
proper upshift indicator lamp-on and lamp-off mes- switch output (run-start) circuit whenever the igni-
sages to the instrument cluster. For further diagnosis tion switch is in the On or Start positions. The clus-
of the upshift indicator or the instrument cluster cir- ter is programmed to move the gauge needle back to
cuitry that controls the indicator, (Refer to 8 - ELEC- the left end of the scale after the ignition switch is
TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS turned to the Off position. The instrument cluster
AND TESTING). For proper diagnosis of the PCM, circuitry controls the gauge needle position and pro-
the PCI data bus, or the electronic message inputs to vides the following features:
the instrument cluster that control the upshift indi- System Voltage Message - Each time the clus-
cator, a DRBIIIt scan tool is required. Refer to the ter receives a system voltage message from the PCM
appropriate diagnostic information. indicating the system voltage is between about 9.5
volts and about 18.5 volts, the gauge needle is moved
to the relative voltage position on the gauge scale.
V OLTAGE GAU GE System Voltage Low (Charge Fail) Message
- Each time the cluster receives a message from the
DESCRIPTION PCM indicating the electrical system voltage is less
than about 9.0 volts (charge fail condition), the gauge
needle is moved to the 9 volt graduation on the far
left end of the gauge scale and the check gauges indi-
Fig. 29 Battery Charging Condition Icon
cator is illuminated. The gauge needle remains on
A voltage gauge is standard equipment on all the 9 volt graduation and the check gauges indicator
instrument clusters. The voltage gauge is located in remains illuminated until the cluster receives a mes-
the upper left quadrant of the instrument cluster, sage from the PCM indicating the electrical system
above the fuel gauge. The voltage gauge consists of a voltage is greater than about 12.0 volts (but less than
movable gauge needle or pointer controlled by the about 16.0 volts), or until the ignition switch is
instrument cluster circuitry and a fixed 90 degree turned to the Off position, whichever occurs first.
scale on the cluster overlay that reads left-to-right System Voltage High Message - Each time
from 9 volts to 19 volts. An International Control and the cluster receives a message from the PCM indicat-
Display Symbol icon for Battery Charging Condi- ing the electrical system voltage is greater than
tion is located on the cluster overlay, directly above about 19.0 volts, the gauge needle is moved to the 19
the hub of the gauge needle (Fig. 29). The voltage volt graduation on the far right end of the gauge
gauge graphics are white and blue against a black scale and the check gauges indicator is illuminated.
field except for a single red graduation at each end of The gauge needle remains on the right end of the
the gauge scale, making them clearly visible within gauge scale and the check gauges indicator remains
the instrument cluster in daylight. When illuminated illuminated until the cluster receives a message from
from behind by the panel lamps dimmer controlled the PCM indicating the electrical system voltage is
cluster illumination lighting with the exterior lamps less than about 16.0 (but greater than about 9.5
turned On, the white graphics appear white, the blue volts), or until the ignition switch is turned to the Off
graphics appear blue, and the red graphics appear position, whichever occurs first.
red. The orange gauge needle is internally illumi- Communication Error - If the cluster fails to
nated. Gauge illumination is provided by replaceable receive a system voltage message, it will hold the
incandescent bulb and bulb holder units located on gauge needle at the last indication about twelve sec-
the instrument cluster electronic circuit board. The onds or until the ignition switch is turned to the Off
voltage gauge is serviced as a unit with the instru- position, whichever occurs first. After twelve seconds,
ment cluster. it will move the gauge needle to the far left end of
the gauge scale.
OPERATION Actuator Test - Each time the cluster is put
The voltage gauge gives an indication to the vehi- through the actuator test, the gauge needle will be
cle operator of the electrical system voltage. This swept to several calibration points on the gauge scale
V OLTAGE GAU GE (Cont inue d)
in a prescribed sequence in order to confirm the func- the instrument cluster turns on the check gauges
tionality of the gauge and the cluster control cir- indicator due to a charge fail or voltage high condi-
cuitry. tion, it may indicate that the charging system
The PCM continually monitors the system voltage requires service. For proper diagnosis of the charging
to control the generator output. The PCM then sends system, the PCM, the PCI data bus, or the electronic
the proper system voltage messages to the instru- message inputs to the instrument cluster that control
ment cluster. For further diagnosis of the voltage the voltage gauge, a DRBIIIt scan tool is required.
gauge or the instrument cluster circuitry that con- Refer to the appropriate diagnostic information.
trols the gauge, (Refer to 8 - ELECTRICAL/INSTRU-
MENT CLUSTER - DIAGNOSIS AND TESTING). If
TJ LAMPS 8L - 1
LAMPS
page page
LAMPS/LIGHTING - EXTERIOR . . . . . . . . . . . . . . . 1 LAMPS/LIGHTING - INTERIOR . . . . . . . . . . . . . . . 32
LAM PS/LI GH T I N G - EX T ERI OR
TABLE OF CONTENTS
page page
LAMPS/LIGHTING - EXTERIOR DAYTIME RUNNING LAMP MODULE

DESCRIPTION - TURN SIGNAL & HAZARD DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . 2 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
OPERATION - TURN SIGNAL & HAZARD DIAGNOSIS AND TESTING - DAYTIME
WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . 3 RUNNING LAMP SYSTEM . . . . . . . . . . . . . . . 12
WARNING .............................3 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DIAGNOSIS AND TESTING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
DIAGNOSIS AND TESTING - TURN SIGNAL FOG LAMP UNIT
& HAZARD WARNING SYSTEM . . . . . . . . . . . . 3 DIAGNOSIS AND TESTING - FRONT FOG
DIAGNOSIS AND TESTING - HEADLAMP LAMP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 13
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . 6 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
SPECIFICATIONS ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 15
EXTERIOR LAMPS . . . . . . . . . . . . . . . . . . . . . 8 FOG LAMP
SPECIAL TOOLS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
HEADLAMP ALIGNMENT ................8 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
BRAKE LAMP SWITCH FOG LAMP RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
DIAGNOSIS AND TESTING - BRAKE LAMP REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
SWITCH .............................8 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 16
REMOVAL .............................9 FOG LAMP UNIT - REAR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17
ADJUSTMENTS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . 9 DIAGNOSIS AND TESTING - REAR FOG
CENTER HIGH MOUNTED STOP LAMP UNIT LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
REMOVAL .............................9 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
CENTER HIGH MOUNTED STOP LAMP FOG LAMP - REAR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
COMBINATION FLASHER FRONT PARK/TURN SIGNAL LAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
8L - 2 LAMPS/LIGHTING - EXTERIOR TJ
FRONT PARK/TURN SIGNAL LAMP SIDE MARKER LAMP

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
HEADLAMP REPEATER LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 DIAGNOSIS AND TESTING - SIDE REPEATER
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20 LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
HEADLAMP LEVELING SWITCH TAIL LAMP UNIT
REMOVAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 29
HEADLAMP LEVELING SWITCH . . . . . . . . . . 21 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
HEADLAMP LEVELING MOTOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 29
DIAGNOSIS AND TESTING - HEADLAMP TAIL LAMP
LEVELING SYSTEM .............. . . . . . 21 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
LEFT MULTI-FUNCTION SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 30
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23 TURN SIGNAL CANCEL CAM
DIAGNOSIS AND TESTING - LEFT MULTI- OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
FUNCTION SWITCH . . . . . . . . . . . . . . . . . . . 25 UNDERHOOD LAMP UNIT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
SIDE MARKER LAMP UNIT UNDERHOOD LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
LAM PS/LI GH T I N G - EX T ERI OR Instrument Cluster (EMIC) located in the instrument

panel.
Turn Signal Lamps - The front turn signal
DESCRIPTION - TURN SIGNAL & HAZARD
lamps are integral to the front park/turn signal
WARNING SYSTEM lamps located beside each headlamp on the front
A turn signal and hazard warning system is stan- fender. The rear turn signal lamps are integral to the
dard factory-installed safety equipment. The turn sig- back-up/brake/rear turn signal/tail lamps located on
nal and hazard warning system includes the either side of the rear of the quarter panels.
following major components, which are described in Turn Signal Switch - The turn signal switch is
further detail elsewhere in this service information: integral to the left multi-function switch. The left
Combination Flasher - The electronic combi- multi-function switch control stalk actuates the turn
nation flasher is located on the back of the left multi- signal switch in the steering column.
function switch, beneath the upper steering column The turn signal system in this vehicle includes a
shroud on the top of the steering column. turn signal-on warning chime feature. The EMIC
Front Side Marker Lamps - The front side electronic circuitry monitors the turn signal indica-
marker lamps are located on the outboard ends of tors as well as electronic vehicle speed and distance
the two front fender flares. messages received from the PCM over the PCI data
Turn Signal Repeater Lamps - The turn sig- bus network to provide this feature. If an indicator
nal repeater lamps are located on the outboard ends remains illuminated continuously with the vehicle
of the two front fender flares. speed above about 25 kilometers per hour (15 miles
Hazard Warning Switch - The hazard warning per hour) for a distance of greater than about 1.6
switch is integral to the left multi-function switch. kilometers (1 mile), the EMIC generates a chime
The hazard warning switch button protrudes from an through an integral chime tone generator (The dis-
opening in the shroud on the top of the steering col- tance is greater for export vehicles).
umn. Hard wired circuitry connects the turn signal and
Turn Signal Cancel Cam - The turn signal hazard warning system components to each other
cancel cam is integral to the steering column clock- through the electrical system of the vehicle. Refer to
spring, which is located beneath the shrouds on the the appropriate wiring information.
top of the steering column.
Turn Signal Indicators - The two turn signal
indicators are integral to the ElectroMechanical
TJ LAMPS/LIGHTING - EXTERIOR 8L - 3
LAM PS/LI GH T I N G - EX T ERI OR (Cont inue d)
OPERATION - TURN SIGNAL & HAZARD WARNING

WARNING SYSTEM
WARNING:: EYE PROTECTION SHOULD BE USED
The turn signal system operates on battery voltage
WHEN SERVICING GLASS COMPONENTS. PER-
received on a ignition switch output (run) circuit so
SONAL INJURY CAN RESULT.
that the turn signals will only operate with the igni-
tion switch in the On position. The hazard warning
system operates on non-switched battery voltage so CAUTION: Do not touch the glass of halogen bulbs
that the hazard warning remains operational regard- with fingers or other possibly oily surface, reduced
less of the ignition switch position. When the turn bulb life will result.
signal switch control stalk is moved up or down, the
turn signal system is activated. When the turn signal
system is activated, the circuitry of the turn signal CAUTION: Do not use bulbs with higher candle
switch and the combination flasher will cause the power than indicated in the Bulb Application table
selected turn signal indicator, front park/turn signal at the end of this group. Damage to lamp and/or
lamp, front side marker lamp, repeater lamps, and Daytime Running Lamp Module can result.
rear tail/stop/turn signal lamp to flash on and off.
When the hazard warning system is activated, the
CAUTION: Do not use fuses, circuit breakers, or
circuitry of the hazard warning switch and the com-
relays having greater amperage values than indi-
bination flasher will cause both the right side and
cated on the fuse panel or in the Owners Manual.
the left side turn signal indicators, front park/turn
signal lamps, front side marker lamps, repeater
lamps and rear tail/stop/turn signal lamps to flash on NOTE: When it is necessary to remove components
and off. to service another, it should not be necessary to
In order to provide the turn signal-on warning, the apply excessive force or bend a component to
ElectroMechanical Instrument Cluster (EMIC) moni- remove it. Before damaging a trim component, ver-
tors vehicle speed and distance messages received ify hidden fasteners or captured edges are not hold-
from the PCM over the PCI data bus and the hard ing the component in place.
wired turn signal switch input to the cluster elec-
tronic circuit board. If a turn signal remains indi-
cated for a distance of greater than about 1.6
kilometers (1 mile) and the vehicle speed remains DI AGN OSI S AN D T EST I N G
greater than about 24 kilometers-per-hour (15 miles-
per-hour), the EMIC generates a repetitive chime at DIAGNOSIS AND TESTING - TURN SIGNAL &
a slow rate to provide an audible reminder that a HAZARD WARNING SYSTEM
turn signal has been left on (distance is slightly Always begin any diagnosis by testing all of the
longer with export vehicles). Once the warning chime fuses and circuit breakers in the system. Refer to the
begins to sound, it will continue until the turn signal appropriate wiring information.
is cancelled, until the vehicle speed falls below about When diagnosing the turn signal or hazard warn-
24 kilometers-per-hour (15 miles-per-hour), or until ing circuits, remember that high generator output
the ignition switch is turned to the Off position, can burn out bulbs rapidly and repeatedly. If this is a
whichever occurs first. This feature is not activated problem on the vehicle being diagnosed (Refer to 8 -
by a hazard warning input to the instrument cluster. ELECTRICAL/CHARGING - DIAGNOSIS AND
During both the turn signal and the hazard warn- TESTING). If the problem being diagnosed is related
ing operation, if the exterior lamps are turned Off, to a failure of the turn signals to automatically can-
the front park/turn signal lamps, repeater lamps and cel following completion of a turn, inspect the multi-
the front side marker lamps will flash in unison. If function switch for a faulty or damaged cancel
the exterior lamps are turned On, the front park/turn actuator and inspect the turn signal cancel cam lobes
signal lamps, repeater lamps and the front side on the clockspring mechanism for damage or
marker lamps will flash alternately. improper installation. For complete circuit diagrams,
refer to the appropriate wiring information.
WARNING: ON VEHICLES EQUIPPED WITH AIR- TEM CAPACITOR TO DISCHARGE BEFORE PER-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
ATTEMPTING ANY STEERING WHEEL, STEERING IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
COLUMN, OR INSTRUMENT PANEL COMPONENT SYSTEM. FAILURE TO TAKE THE PROPER PRE-
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
LATE THE BATTERY NEGATIVE (GROUND) CABLE, BAG DEPLOYMENT AND POSSIBLE PERSONAL
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- INJURY.
ONE TURN SIGNAL LAMP 1. Faulty or missing bulb 1. Test and replace turn signal
DOES NOT ILLUMINATE bulb as required.
2. Faulty ground circuit. 2. Test and repair open ground
circuit
3. Faulty signal circuit. 3. Test and repair open right or
left turn signal circuit.
ALL RIGHT SIDE AND/OR 1. Faulty multifunction switch. 1. Test and replace the
LEFT SIDE TURN SIGNAL multifunction switch as required.
LAMPS DO NOT FLASH
2. Faulty flasher. 2. Replace the hazard
switch/combination flasher.
ALL RIGHT SIDE OR LEFT 1. Faulty or missing bulb. 1. Test and replace faulty bulb
SIDE TURN SIGNALS as required.
FLASH RAPIDLY
2. Faulty ground circuit. 2. Test and repair open ground
circuit as required.
3. Faulty signal circuit. 3. Test and repair high
resistance or open signal circuit
as required.
4. Faulty flasher. 4. Replace flasher.
HAZARD WARNING 1. Faulty or missing fuse. 2. Test and replace fuse as

LAMPS DO NOT FLASH required.
2. Faulty ground circuit. 2. Test and repair high
resistance or open ground
circuit.
3. Open battery positive voltage 3. Test and repair open battery
circuit to hazard warning switch. voltage circuit to hazard
warning switch.
4. Faulty flasher 4. Replace flasher
5. Faulty multifunction switch. 5. Test and replace the
multifunction switch as required.
DIAGNOSIS AND TESTING - HEADLAMP THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
SYSTEM
Always begin any diagnosis by testing all of the
fuses and circuit breakers in the system. Refer to the
appropriate wiring information.
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAG DEPLOYMENT AND POSSIBLE PERSONAL
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE INJURY.
ATTEMPTING ANY STEERING WHEEL, STEERING Conventional and halogen headlamps are inter-
COLUMN, OR INSTRUMENT PANEL COMPONENT changeable. It is recommended that they not be
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- intermixed.
HEADLAMPS ARE DIM 1. Loose or corroded battery cables. 1. Clean and secure battery cable clamps
WITH ENGINE IDLING OR and posts.
IGNITION TURNED OFF
2. Loose or worn generator drive 2. Adjust or replace generator drive belt.
belt.
3. Charging system output too low. 3. Test and repair charging system. (Refer
to 8 - ELECTRICAL/CHARGING -
DIAGNOSIS AND TESTING)
4. Battery has insufficient charge. 4. Test battery state-of -charge. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/
BATTERY - DIAGNOSIS AND TESTING)
5. Battery is sulfated or shorted. 5. Load test battery. (Refer to 8 -
6. Poor lighting circuit ground. 6. Test for voltage drop across ground
locations.
7. Both headlamp bulbs faulty. 7. Replace both headlamp bulbs.
HEADLAMP BULBS BURN 1. Charging system output too high. 1. Test and repair charging system. (Refer
OUT FREQUENTLY to 8 - ELECTRICAL/CHARGING -
2. Loose or corroded terminals or 2. Inspect and repair all connectors and
splices in headlamp circuit. splices.
HEADLAMPS ARE DIM 1. Charging system output too low. 1. Test and repair charging system. (Refer
WITH ENGINE RUNNING to 8 - ELECTRICAL/CHARGING -
ABOVE IDLE* 2. Poor lighting circuit ground. 2. Test for voltage drop across ground
locations.
3. High resistance in headlamp 3. Test amperage draw of headlamp circuit.
circuit.
HEADLAMPS FLASH 1. Poor lighting circuit ground. 1. Test for voltage drop across ground
RANDOMLY locations.
2. High resistance in headlamp 2. Test amperage draw of headlamp circuit.
circuit. Should not exceed 30 amps.
3. Faulty headlamps switch circuit 3. Replace headlamp switch. (Refer to 8 -
breaker. ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/HEADLAMP SWITCH -
REMOVAL)
4. Short in headlamp circuit Test headlamp circuit, repair as necessary.
splices in headlamp circuit. splices.
HEADLAMPS DO NOT 1. No voltage to headlamps. 1. Repair open headlamp circuit.

ILLUMINATE LOW OR
HIGH BEAM
2. No ground at headlamps. 2. Repair circuit ground.
3. Faulty headlamp switch. 3. Replace headlamp switch. (Refer to 8 -
ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/HEADLAMP SWITCH -
REMOVAL)
4. Faulty headlamp dimmer 4. Replace multi-function switch.
(multi-function) switch.
5. Broken connector terminal or wire 5. Repair connector terminal or wire splice.
splice in headlamp circuit.
*Canada vehicles must have lamps ON.
ADJUSTMENTS (2) If necessary, tape a line on the floor 7.62

meters (25 ft.), export vehicles use 10 meters (32.8
HEADLAMP ALIGNMENT PREPARATION ft.), away from and parallel to the wall.
(3) Measure from the floor up 1.27 meters (5 ft.)
NOTE: If the vehicle is equipped with a headlamp and tape a vertical line on the wall at the centerline
leveling system, be certain the headlamp leveling of the vehicle. Sight along the centerline of the vehi-
switch is in the 0 position. cle (from rear of vehicle forward) to verify accuracy of
the line placement.
(1) Verify headlamps are operational in all modes (4) Rock vehicle side-to-side three times to allow
and illuminated in the low beam setting. suspension to stabilize.
(2) Correct defective components that could hinder (5) Jounce front suspension three times by pushing
proper headlamp alignment. downward on front bumper and releasing.
(3) Verify proper tire inflation. (6) Measure the distance from the center of head-
(4) Clean headlamp lenses. lamp lens to the floor. Transfer measurement to the
(5) Verify that luggage area is not heavily loaded. alignment screen (with tape). Use this horizontal line
(6) Fuel tank should be FULL. Add 2.94 kg (6.5 for up/down adjustment reference.
lbs.) of weight over the fuel tank for each estimated (7) Place a tape line 130 mm (5.12 in.) below par-
gallon of missing fuel. allel to center of headlamp line.
(8) Measure distance from the centerline of the
ALIGNMENT SCREEN PREPARATION vehicle to the center of each headlamp being aligned.
(1) Position vehicle on a level surface perpendicu- Transfer measurements to screen (with tape) to each
lar to a flat wall 7.62 meters (25 ft.), export vehicles side of vehicle centerline. Use these lines for left/
use 10 meters (32.8 ft.), away from front of headlamp right adjustment reference.
lens (Fig. 1).
Fig. 1 Headlamp Alignment Screen -Typical

1 - CENTER OF VEHICLE TO CENTER OF HEADLAMP LENS 4 - FRONT OF HEADLAMP
2 - FLOOR TO CENTER OF HEADLAMP LENS 5 - VEHICLE CENTERLINE
3 - 7.62 METERS (25 FEET)
HEADLAMP ADJUSTMENT
(1) Place headlamps on LOW beam.
(2) Cover front of the headlamp that is not being
adjusted.
(3) Turn the upper, outboard (up/down) adjustment
screw (Fig. 2)until the headlamp beam pattern on
screen/wall is similar to the pattern depicted in (Fig.
1)
NOTE: When using a headlamp aiming screen:
Adjust the headlamps so that the beam horizon-

tal position is at 0.
Adjust the beam vertical position is 25 mm (1
in) downward from the lamp horizontal centerline.
(4) Rotate the lower, inboard (left/right) adjust-
ment screw (Fig. 2) until the headlamp beam pattern Fig. 2 Headlamp Adjustment Screws
on the aiming screen/wall similar to the pattern in 1 - UP/DOWN ADJUSTMENT SCREW
(Fig. 1). 2 - LEFT/RIGHT ADJUSTMENT SCREW
(5) Cover front of the headlamp that has been
adjusted and adjust the other headlamp beam as
instructed above.
SPECI FI CAT I ON S contacts provide brake pedal status to the various

controllers. The primary function of the switch is to
EXTERIOR LAMPS illuminate the brake lamps. The brake lamp switch
is adjustable and mounted on the brake pedal mount-
CAUTION: Do not use bulbs that have a higher can- ing bracket under the instrument panel.
dle power than the bulb listed in the Bulb Applica-
tion Table. Damage to lamp can result. Do not touch OPERATION
halogen bulbs with fingers or other oily surfaces. Vehicles equipped with the speed control option use
Bulb life will be reduced. a multiple function brake lamp switch. The PCM
monitors the state of the brake lamp switch. Refer to
The following Bulb Application Table lists the lamp the Brake section for more information on brake
title on the left side of the column and trade number lamp switch service and adjustment procedures.
or part number on the right for domestic and export The primary function of the brake switch is to turn
vehicles. on the brake lamps during braking. The switch is
also used to send signals to components that must
LAMP BULB know when the brakes are applied, such as the Pow-
ertrain Control Module (PCM), which uses the signal
Back-up lamp 1156 or P21W
to cancel speed control. The Controller Antilock
Center High Mounted 921 or W16W Brake (CAB) uses the brake switch signal to monitor
Stoplamp brake pedal application. When the normally closed
Front Fog lamp H3 switch contacts open, the CAB receives the brake
Front Position lamp T4W applied signal. The CAB then monitors the ABS sys-
tem to anticipate the need for a ABS stop.
Front Side Marker 168 or W3W
Headlamp/Sealed Beam H6024 or H4 DIAGNOSIS AND TESTING - BRAKE LAMP
License Plate lamp W5W SWITCH
Export Only The brake lamp switch operation can be tested
Park/Turn Signal 3157 or P27/7W with an ohmmeter. The ohmmeter is used to check
continuity between the pin terminals (Fig. 3).
Rear Fog lamp P21W
Side Repeater lamp W3W SWITCH CIRCUIT IDENTIFICATION
Tail/Stop 1157 or P21/5W Terminals 1 and 2: brake sensor circuit
Underhood lamp W5W Terminals 3 and 4: speed control circuit if
equipped
Underhood Retractable 105 Terminals 5 and 6: brake lamp circuit
Lamp
SPECI AL T OOLS
HEADLAMP ALIGNMENT
Headlamp Aiming Kit C-4466A

BRAK E LAM P SWI T CH Fig. 3 Brake Lamp Switch Terminal Identification
1 - TERMINAL PINS
DESCRIPTION 2 - PLUNGER TEST POSITIONS
The brake lamp switch consists of multiple switch

contacts either normally open or closed. The switch
BRAK E LAM P SWI T CH (Cont inue d)
SWITCH CONTINUITY TEST (5) Release the brake pedal, then pull the pedal
fully rearward. Pedal will set the plunger to the cor-
NOTE: Disconnect switch harness before testing rect position as the pedal pushes the plunger into the
switch continuity. switch body. The switch will make ratcheting sound
as it self adjusts.
With the switch plunger retracted, attach test
leads to terminal pins 1 and 2. Replace switch if
meter indicates no continuity. ADJ U ST M EN T S
With the switch plunger retracted, attach test
leads to terminal pins 3 and 4. Replace switch if ADJUSTMENT
meter indicates no continuity. (1) Press and hold brake pedal in applied position.
With the switch plunger extended, attach test (2) Pull switch plunger all the way out to fully
leads to terminal pins 5 and 6. Replace switch if extended position.
meter indicates no continuity. (3) Release brake pedal. Then pull pedal lightly
rearward. Pedal will set plunger to correct position
REMOVAL as pedal pushes plunger into switch body. Switch will
(1) Remove the steering column cover and the make ratcheting sound as it self adjusts.
lower trim panel.
(2) Press the brake pedal downward to fully CAUTION: Booster damage may occur if the pedal
applied position. pull exceeds 20 lbs.
(3) Rotate the switch approximately 30 in coun-
terclockwise direction. Then pull the switch rearward
and out of bracket. CEN T ER H I GH M OU N T ED
(4) Disconnect the switch harness and remove the
switch (Fig. 4). ST OP LAM P U N I T
REMOVAL
NOTE: To remove to the CHMSL, it will be neces-
sary to remove spare tire from the spare tire carrier
bracket.

cable.
(2) Remove the cover from CHMSL button contact
plate (Fig. 5).
(3) Disconnect the CHMSL wire harness from the
CHMSL button contact terminals.
(4) Disengage the CHMSL wire harness from the
retaining clips.
(5) Disengage the wire harness grommet and route
Fig. 4 Brake Lamp Switch the CHMSL wire harness through the tailgate.
1 - RETAINER
(6) Remove the bolts attaching CHMSL to the
2 - TERMINALS spare tire carrier bracket.
3 - SWITCH PLUNGER (7) Remove the CHMSL from the vehicle.
INSTALLATION INSTALLATION
(1) Pull the switch plunger all of the way out, to (1) Position the CHMSL to the vehicle.
fully extended position. (2) Install the bolts that secure the CHMSL to the
(2) Connect the harness connector to the switch. spare tire carrier bracket.
(3) Press and hold the brake pedal in the applied (3) Route the CHMSL wire harness through the
position. tailgate and seat the wire harness grommet.
(4) Align the tab on the switch with the notch in (4) Connect the CHMSL wire harness to the
the switch bracket. Then insert the switch in the CHMSL button contact terminals.
bracket and turn it clockwise about 30 to lock it in (5) Position the CHMSL wire harness into the
place. retaining clips and engage the clips.
(6) Install the CHMSL button contact plate cover.
CEN T ER H I GH M OU N T ED ST OP LAM P U N I T (Cont inue d)
Fig. 6 CHMSL Lamp

1 - SOCKET
2 - CHMSL LENS
3 - LAMP
Fig. 5 CHMSL and Contact Buttons

COM BI N AT I ON FLASH ER
1 - CHMSL
2 - CHMSL BUTTON CONTACT PLATE
3 - TAILGATE DESCRIPTION
4 - CHMSL CONTACT BUTTONS
5 - BODY
6 - SPARE TIRE CARRIER BRACKET
CEN T ER H I GH M OU N T ED
ST OP LAM P
REMOVAL
cable.
(2) Remove the screws that secure the CHMSL
lens to the CHMSL housing (Fig. 6).
(3) Remove the CHMSL lens from the CHMSL
housing. Fig. 7 Combination Flasher
(4) Rotate the lamp socket one-third turn counter- 1 - COMBINATION FLASHER
clockwise and separate the lamp socket from the 2 - LEFT MULTI-FUNCTION SWITCH
CHMSL lens.
(5) Pull the lamp straight out of the socket. The combination flasher is located to the back of
the left multi-function switch housing on the top of
INSTALLATION the steering column, where it is concealed beneath
(1) Install the lamp into the socket by pushing it the upper steering column shroud (Fig. 7). The com-
straight into the socket. bination flasher is a smart relay that functions as
(2) Install the lamp socket into the CHMSL lens both the turn signal system and the hazard warning
by turning the socket one-third turn clockwise. system flasher. The combination flasher contains
(3) Position the CHMSL lens onto the CHMSL active electronic Integrated Circuitry (IC) elements.
housing. This flasher is designed to handle the current flow
(4) Install the screws that secure the CHMSL lens requirements of the factory-installed lighting. If sup-
to the CHMSL housing. plemental lighting is added to the turn signal lamp
circuits, such as when towing a trailer with lights,
COM BI N AT I ON FLASH ER (Cont inue d)
the combination flasher will automatically try to
compensate to keep the flash rate the same.
The combination flasher cannot be repaired or
adjusted and, if faulty or damaged, it must be
replaced.
OPERATION
Constant battery voltage is supplied to the flasher
so that it can perform the hazard warning function,
and ignition switched battery voltage is supplied for
the turn signal function. The Integrated Circuit (IC)
within the combination flasher contains the logic that
controls the flasher operation and the flash rate. The
IC receives sense ground inputs from the multi-func-
tion switch for the hazard flasher, right turn signal,
and left turn signal. A special design feature of the
combination flasher allows it to 9sense9 that a turn
signal circuit or bulb is not operating, and provide
the driver an indication of the condition by flashing
the remaining bulbs in the affected circuit at a
higher rate.
Because of the active elements within the combina-
tion flasher, it cannot be tested with conventional Fig. 8 Steering Column Shrouds Remove/Install
automotive electrical test equipment. If the combina- 1 - LEFT MULTI-FUNCTION SWITCH
tion flasher is believed to be faulty, test the turn sig- 2 - UPPER SHROUD
3 - RIGHT MULTI-FUNCTION SWITCH
nal and hazard warning system prior to replacement. 4 - CLOCKSPRING
Refer to (Refer to 8 - ELECTRICAL/LAMPS/LIGHT- 5 - IGNITION LOCK CYLINDER HOUSING
ING - EXTERIOR - DIAGNOSIS AND TESTING). 6 - LOWER SHROUD
7 - SCREW (2)
REMOVAL (5) Remove the upper shroud from the steering col-
umn.
(6) Grasp the combination flasher firmly and pull
it toward the dash panel to disengage the flasher ter-
minals. (Fig. 9).
INJURY.

cable.
(2) Remove the steering column cover from the
instrument panel. (Refer to 23 - BODY/INSTRU-
MENT PANEL/STEERING COLUMN OPENING Fig. 9 Combination Flasher
COVER - REMOVAL). 1 - COMBINATION FLASHER
(3) Remove the screws that secure the lower steer- 2 - LEFT MULTI-FUNCTION SWITCH
ing column shroud to the upper shroud (Fig. 8).
(4) Move the tilt steering column to the fully low- (7) Remove the combination flasher.
ered position and leave the tilt release lever in the
released position.
COM BI N AT I ON FLASH ER (Cont inue d)
INSTALLATION OPERATION
Battery positive voltage is supplied to the Daytime
WARNING: ON VEHICLES EQUIPPED WITH AIR- Running Lamp (DRL) module through a circuit
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE breaker and a fuse in the PDC. Ignition positive volt-
ATTEMPTING ANY STEERING WHEEL, STEERING age is supplied to the DRL module through a fuse in
COLUMN, SEAT BELT TENSIONER, OR INSTRU- the fuse block. The DRL module also utilizes a VSS
MENT PANEL COMPONENT DIAGNOSIS OR SER- input, high and low beam sense circuits and high
VICE. DISCONNECT AND ISOLATE THE BATTERY beam indicator driver. The DRL module is grounded
NEGATIVE (GROUND) CABLE, THEN WAIT TWO to the chassis. Once the vehicle reaches a speed of 3
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR kph (2 mph) and travels more than 1 meter (3 feet)
TO DISCHARGE BEFORE PERFORMING FURTHER with the headlamp switch in the off position, the
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE DRL module will activate the HIGH beams at a
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE reduced intensity (36% of full intensity). When the
TO TAKE THE PROPER PRECAUTIONS COULD headlamp switch is placed in the LOW beam position
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT the DRL will turn off. When the headlamp switch is
AND POSSIBLE PERSONAL INJURY. turned to the HIGH beam position, the high beams
will operate normally (full intensity) and the DRL
(1) Align the combination flasher terminals with module will also illuminate the HIGH BEAM indica-
the terminals in the connector on the back of the left tor in the instrument cluster.
multi-function switch housing. (Fig. 9).
(2) Push on the combination flasher until the ter- DIAGNOSIS AND TESTING - DAYTIME
minals are fully seated in the left multi-function
switch connector. RUNNING LAMP SYSTEM
(3) Position the upper shroud onto the steering col- Always begin any diagnosis by testing all of the
umn (Fig. 27). fuses and circuit breakers in the system. Refer to the
(4) Install and tighten the screws that secure the appropriate wiring information.
lower steering column shroud to the upper shroud.
Tighten the screws to 2 Nm (18 in. lbs.).
(5) Move the tilt steering column to the fully
raised position and secure it in place by moving the
tilt release lever back to the locked position.
(6) Reinstall the steering column opening cover.
(Refer to 23 - BODY/INSTRUMENT PANEL/STEER-
ING COLUMN OPENING COVER - INSTALLA-
TION).
DAY T I M E RU N N I N G LAM P CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
M ODU LE INJURY.
DESCRIPTION
The Daytime Running Lights (Headlamps) System
is installed on vehicles manufactured for sale in Can-
ada only. A separate module, mounted on the cowl,
controls the DRL.
DAY T I M E RU N N I N G LAM P M ODU LE (Cont inue d)
DAYTIME RUNNING LAMPS (DRL) 1. Headlamp switch in the on 1. Turn the headlamp switch to the
DO NOT OPERATE position. off position.
2. Poor connection at DRL module. 2. Secure connector on DRL
module.
3. Open battery positive voltage 3. Test and repair open circuit.
circuit to DRL module
4. Open ignition positive circuit to 4. Test and repair open circuit.
DLR module.
5. Headlamp circuit shorted to 5. Test and repair headlamp circuit.
ground.
6. Open or high resistance in DLR 6. Test and repair ground circuit.
module ground circuit.
7. Open VSS signal circuit. 7. Test and repair VSS signal circuit.
8. Defective DRL module. 8. Replace DRL module.
REMOVAL
cable.
module.
(3) Remove the screws that attach the module to
the cowl (Fig. 10).
(4) Separate the module from the vehicle.
INSTALLATION
(1) Position the DRL module on the cowl.
(2) Install the screws.
(3) Connect the wire harness connector to the mod-
ule.
FOG LAM P U N I T
DIAGNOSIS AND TESTING - FRONT FOG LAMP
SYSTEM
Always begin any diagnosis by testing all of the Fig. 10 DRL Module
fuses and circuit breakers in the system. Refer to the
1 - COWL
appropriate wiring information. 2 - DAYTIME RUNNING LAMP MODULE
WARNING: ON VEHICLES EQUIPPED WITH AIR- FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
ATTEMPTING ANY STEERING WHEEL, STEERING SYSTEM. FAILURE TO TAKE THE PROPER PRE-
COLUMN, OR INSTRUMENT PANEL COMPONENT CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- BAG DEPLOYMENT AND POSSIBLE PERSONAL
LATE THE BATTERY NEGATIVE (GROUND) CABLE, INJURY.
FOG LAM P U N I T (Cont inue d)
FOG LAMPS ARE DIM 1. Loose or corroded battery cables. 1. Clean and secure battery cable clamps
WITH ENGINE IDLING OR and posts.
IGNITION TURNED OFF. 2. Loose or worn generator drive 2. Adjust or replace generator drive belt.
belt.
3. Charging system output too low. 3. Test and repair charging system. (Refer
to 8 - ELECTRICAL/CHARGING -
4. Battery has insufficient charge. 4. Test battery state-of -charge. (Refer to 8
- ELECTRICAL/BATTERY SYSTEM/
5. Battery is sulfated or shorted. 5. Load test battery. (Refer to 8 -
locations.
FOG LAMP BULBS BURN 1. Charging system output too high. 1. Test and repair charging system. (Refer
OUT FREQUENTLY to 8 - ELECTRICAL/CHARGING -

splices in circuit. splices.
FOG LAMPS ARE DIM 1. Charging system output too low. 1. Test and repair charging system. (Refer
WITH ENGINE RUNNING to 8 - ELECTRICAL/CHARGING -
ABOVE IDLE DIAGNOSIS AND TESTING)
locations.
3. High resistance in fog lamp circuit. 3. Test amperage draw of fog lamp circuit.
FOG LAMPS FLASH 1. Poor lighting circuit ground. 1. Test for voltage drop across ground
RANDOMLY locations.
3. Faulty relay 3. Replace relay
4. Faulty fog lamp switch. 4. Replace multifunction switch.
FOG LAMPS DO NOT 1. Blown fuse for fog lamp. 1. Replace fuse.
ILLUMINATE 2. No ground at fog lamps. 2. Repair circuit ground.
3. High beam headlamps illuminated 3. Switch headlamp beam selector to low
beam.
4. Faulty relay 4. Replace relay
5. Faulty fog lamp switch. 5. Replace left multifunction switch.
6. Shorted clockspring. 6. Replace clockspring.
splice in fog lamp circuit.
8. Faulty or burned out bulb. 8. Replace bulb.
FOG LAM P U N I T (Cont inue d)
REMOVAL clockwise for up, counterclockwise for down, then

(1) Disconnect and isolate the battery negative retighten the pivot nut (Fig. 12).
cable.
(2) Disconnect the fog lamp wire harness connec-
tor.
(3) Remove the nut attaching the fog lamp to the
front bumper.
(4) Remove the fog lamp.
INSTALLATION
(1) Position the fog lamp on the bumper.
(2) Install the nut attaching the fog lamp to the
front bumper.
(3) Connect the fog lamp wire harness connector.
(5) Readjust fog lamps (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - EXTERIOR/FOG LAMP UNIT
- ADJUSTMENTS).
ADJUSTMENTS
Prepare an alignment screen. A properly aligned
fog lamp will project a pattern on the alignment
screen 100 mm (4 in.) below the fog lamp centerline
and straight ahead (Fig. 11).
Fig. 12 FOG LAMP ADJUSTER
1 - FOG LAMP
2 - BUMPER
3 - MOUNTING BRACKET
4 - PIVOT NUT
5 - ADJUSTER
FOG LAM P
REMOVAL
CAUTION: Do not touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.

cable.
(2) Remove the screws that attach the lens and
reflector to the lamp housing.
(3) Separate the lens and reflector from the lamp
housing.
(4) Disconnect the electrical connector from the
bulb.
(5) Squeeze the bulb retainer together to disengage
Fig. 11 Fog Lamp Alignment - Typical it from the reflector.
(6) Remove the bulb from the reflector (Fig. 13).
1 - VEHICLE CENTERLINE
2 - CENTER OF FOG LAMP LENS
3 - HIGH - INTENSITY AREA INSTALLATION
4 - FLOOR TO CENTER OF FOG LAMP LENS
5 - 100mm (4 in.)
6 - 7.62 METERS (25 FEET), EXPORT USE 10 METERS (32.8ft.). CAUTION: Do not touch the bulb glass with fingers
7 - FRONT OF FOG LAMP or other oily surfaces. Reduced bulb life will result.
(1) For adjustment, loosen the pivot nut and turn (1) Install the bulb into the reflector.
the foglamp adjusting screw (rear center of lamp)
FOG LAM P (Cont inue d)
Fig. 13 Fog Lamp Bulb Fig. 14 ISO Micro Relay

1 - BULB 30 - COMMON FEED
2 - FOG LAMP HOUSING 85 - COIL GROUND
3 - BULB RETAINER 86 - COIL BATTERY
4 - FRONT BUMPER 87 - NORMALLY OPEN
5 - LENS AND REFLECTOR 87A - NORMALLY CLOSED
(2) Position and engage the bulb retainer onto the by spring pressure. When the relay coil is energized,
reflector. an electromagnetic field is produced by the coil wind-
(3) Connect the electrical connector to the bulb. ings. This electromagnetic field draws the movable
(4) Install the lens and reflector to the lamp hous- relay contact point away from the fixed normally
ing. closed contact point, and holds it against the fixed
(5) Install the screws that attach the lens and normally open contact point. When the relay coil is
reflector to the lamp housing. de-energized, spring pressure returns the movable
(6) Reconnect the battery negative cable. contact point back against the fixed normally closed
contact point. A resistor is connected in parallel with
the relay coil in the relay, and helps to dissipate volt-
FOG LAM P RELAY age spikes and electromagnetic interference that can
be generated as the electromagnetic field of the relay
DESCRIPTION coil collapses.
The fog lamp relay is located in the Power Distri- The fog lamp relay terminals are connected to the
bution Center (PDC) in the engine compartment of vehicle electrical system through a connector recepta-
the vehicle. The fog lamp relay is a conventional cle in the Power Distribution Center (PDC).
International Standards Organization (ISO) micro The fog lamp relay can be diagnosed using conven-
relay (Fig. 14). Relays conforming to the ISO specifi- tional diagnostic tools and methods. Refer to the
cations have common physical dimensions, current appropriate wiring information for diagnosis and
capacities, terminal patterns, and terminal functions. testing of the fog lamp micro-relay and for complete
The relay is contained within a small, rectangular, wiring diagrams.
molded plastic housing and is connected to all of the
required inputs and outputs by five integral male REMOVAL
spade-type terminals that extend from the bottom of (1) Disconnect and isolate the battery negative
the relay base. cable.
The fog lamp relay cannot be adjusted or repaired (2) Remove the cover for the Power Distribution
and, if faulty or damaged, it must be replaced. Center (PDC).
(3) Remove the fog lamp relay by grasping it
OPERATION firmly and pulling it straight out from the receptacle
The fog lamp relay is an electromechanical switch in the PDC.
that uses a low current input from the multi-function
switch to control a high current output to the fog INSTALLATION
lamps. The movable common feed contact point is (1) Position the fog lamp relay to the proper recep-
held against the fixed normally closed contact point tacle in the Power Distribution Center (PDC).
FOG LAM P RELAY (Cont inue d)
(2) Align the fog lamp relay terminals with the terclockwise will activate the rear fog lamp(s) and
terminal cavities in the PDC. illuminate the rear fog lamp indicator in the instru-
(3) Press firmly and evenly on the top of the fog ment cluster. The rear fog lamp(s) can only be acti-
lamp relay until the terminals are fully seated in the vated when either the Low Beam or High Beam
PDC. headlamps are on. Refer to Wiring Diagrams for a
(4) Reconnect the battery negative cable. complete system schematic.
DIAGNOSIS AND TESTING - REAR FOG LAMP

FOG LAM P U N I T - REAR
DESCRIPTION BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
Some vehicles are equipped with a rear fog lamp. ATTEMPTING ANY STEERING WHEEL, STEERING
The lamp unit can be found mounted to the rear COLUMN, OR INSTRUMENT PANEL COMPONENT
bumper assembly. The rear fog lamp unit utilizes a DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
red lens with a clear lamp for brightness, and an LATE THE BATTERY NEGATIVE (GROUND) CABLE,
illuminated indicator in the instrument cluster. THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
Rear fog lamp(s) are standard equipment in certain TEM CAPACITOR TO DISCHARGE BEFORE PER-
parts of the world where excessive fog is experienced FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
on a regular basis. IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
OPERATION CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
Battery positive (B+) voltage is supplied to the left BAG DEPLOYMENT AND POSSIBLE PERSONAL
multifunction switch. With the headlamp switch in INJURY.
the on position, battery positive voltage is supplied to
the rear fog lamp switch contacts within the multi- Always begin any diagnosis by testing all of the
function switch. Pulling the headlamp switch knob fuses and circuit breakers in the system. Refer to the
outward and then rotating the knob one detent coun- appropriate wiring information.
REAR FOG LAM P CON DI T I ON CH ART
REAR FOG LAMP IS ON 1. Shorted multifunction switch. 1. Test and replace multifunction switch
WITH IGNITION KEY ON 2. Shorted steering column clock 2. Test and replace clock spring.
spring.
3. Shorted fog lamp switch output 3. Repair short to voltage in fog lamp
circuit switch output circuit.
REAR FOG LAMP BULB 1. Charging system output too high. 1. Test and repair charging system.
BURNS OUT
FREQUENTLY 2. Loose or corroded terminals or 2. Inspect and repair all connectors and
REAR FOG LAMP IS DIM 1. Charging system output too low. 1. Test and repair charging system.
WITH ENGINE RUNNING 2. Poor lighting circuit ground. 2. Test for voltage drop across ground
locations.
REAR FOG LAMP 1. Poor lighting circuit ground. 1. Test for voltage drop across ground
FLASHES RANDOMLY locations.
3. Faulty multifunction switch. 3. Replace multifunction switch.
FOG LAM P U N I T - REAR (Cont inue d)
REAR FOG LAMP WILL 1. Open fuse for fog lamp. 1. Test fog lamp circuitry for short to ground
NOT ILLUMINATE and replace fuse.
2. Open battery positive voltage 2. Test and repair open battery positive
circuit to multifunction switch. voltage circuit.
3. No ground at fog lamps. 3. Repair circuit ground.
4. Faulty multifunction switch. 4. Replace multifunction switch.
splice in fog lamp circuit.
6. Faulty or burned out bulb. 6. Replace bulb.
REMOVAL FOG LAM P - REAR

(1) Disconnect and isolate the negative battery
cable. REMOVAL
(2) Remove the screws that secure the rear fog (1) Disconnect and isolate the battery negative
lamp unit to the rear bumper assembly. cable.
(3) Disconnect the wire harness connector from the (2) Remove the screws that secure the rear fog
rear fog lamp connector (Fig. 15). lamp lens to the housing (Fig. 16).
(4) Remove the rear fog lamp unit from the vehi-
cle.
Fig. 15 Rear Fog Lamp Unit Fig. 16 Rear Fog Lamp Lens
1 - REAR FOG LAMP
1 - REAR FOG LAMP UNIT 2 - FOG LAMP LENS SCREWS
2 - REAR BUMPER ASSEMBLY
(3) Push and rotate the rear fog lamp one-third

INSTALLATION turn counterclockwise, then pull the lamp straight
(1) Position the rear fog lamp unit to the vehicle. out of the socket (Fig. 17).
(2) Connect the wire harness connector to the rear
fog lamp connector. INSTALLATION
(3) Install the screws that secure the rear fog lamp (1) Install the rear fog lamp by pushing the lamp
unit to the rear bumper assembly. into the rear fog lamp socket and turning it one-third
(4) Reconnect the negative battery cable. clockwise.
(2) Position the rear fog lamp lens onto the hous-
ing.
(3) Install the screws that secure the rear fog lamp
lens onto the housing.
FOG LAM P - REAR (Cont inue d)
Fig. 18 Park/Turn Signal Lamp Assembly

INSTALLATION
Fig. 17 Rear Fog Lamp (1) Install the socket and lamp into the housing
1 - REAR FOG LAMP HOUSING and rotate the socket one-third turn clockwise.
2 - REAR FOG LAMP (2) Position the park/turn signal lamp housing into
the fender.
(4) Reconnect the negative battery cable. (3) Install the screws that secure the park/turn
signal lamp housing to the fender. Tighten the screws
securely.
FRON T PARK /T U RN SI GN AL (4) Reconnect the battery negative cable.
LAM P U N I T
DESCRIPTION FRON T PARK /T U RN SI GN AL
A front turn signal/parking lamp assembly is LAM P
mounted to each front fender. Each front turn signal/
parking lamp assembly consist of a housing, lens and REMOVAL
lamp. (1) Disconnect and isolate the battery negative
cable.
OPERATION (2) Remove the park/turn signal lamp housing
The parking light function is controlled by the from the fender (Refer to 8 - ELECTRICAL/LAMPS/
headlamp switch located on the instrument panel. LIGHTING - EXTERIOR/PARK/TURN SIGNAL
The turn signal function is controlled by the multi- LAMP UNIT - REMOVAL).
function switch located on the steering column. Each (3) Pull the lamp straight out of the socket.
front turn signal/parking lamp assembly can be ser-
viced separately. INSTALLATION
(1) Install the lamp by pushing it into the socket.
REMOVAL (2) Install the lamp housing into the fender (Refer
(1) Disconnect and isolate the battery negative to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERI-
cable. OR/PARK/TURN SIGNAL LAMP UNIT - INSTALLA-
(2) Remove the screws that secure the park/turn TION).
signal lamp housing to the front fender (Fig. 18). (3) Reconnect the battery negative cable.
(3) Remove the park/turn signal lamp housing
from the fender.
(4) Rotate the socket one-third turn counterclock- H EADLAM P
wise and separate the socket and lamp from the
housing. DESCRIPTION
The headlamps are sealed beam units. Each unit
contains a high and low beam filament.
H EADLAM P (Cont inue d)
OPERATION (4) Remove the headlamp from the bucket and dis-
The headlamps are turned on and off by the head- connect the wire harness connector from the head-
lamp switch. The high and low beam selection is con- lamp (Fig. 21).
trolled by the multifunction switch. Each headlamp
can be serviced individually.
REMOVAL
cable.
(2) Remove the screws that secure the headlamp
bezel to the grille (Fig. 19).
Fig. 21 Headlamp Wire Harness Connector

1 - HEADLAMP
2 - WIRE HARNESS CONNECTOR
INSTALLATION
(1) Connect the wire harness connector to the
headlamp and position the headlamp into the bucket.
NOTE: Insure the bosses on the headlamp align

Fig. 19 Headlamp Bezel with the slots in the bucket.
1 - HEADLAMP BEZEL
2 - GRILLE (2) Align the headlamp bosses with the slots in the
3 - RETAINER
bucket and install the retaining ring.
(3) Remove the screws that secure the headlamp (3) Install the screws that secure the headlamp
retaining ring to the headlamp bucket (Fig. 20). retaining ring to the headlamp bucket. Tighten the
screws securely.
(4) Install the headlamp bezel.
NOTE: Do not overtighten the screws or damage to

the headlamp bezel may result.
(5) Install the screws that secure the headlamp

bezel. Tighten the screws securely.
Fig. 20 Headlamp Retaining Ring

1 - HEADLAMP
2 - HEADLAMP RETAINING RING
H EADLAM P LEV ELI N G

SWI T CH
REM OVAL
HEADLAMP LEVELING SWITCH
BAGS, REFER TO GROUP 8M - PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
INJURY.
(1) Disconnect the negative battery cable.

(2) Using a flat blade screwdriver or similar tool
between the headlamp leveling switch and the steer-
ing column cover (Fig. 22). Gently pry the headlamp Fig. 23 Headlamp Leveling Switch Electrical
leveling switch out of the steering column cover. Connector
1 - I/P CENTER BEZEL
2 - HEADLAMP LEVELING SWITCH ELECTRICAL CONNECTOR
3 - STEERING COLUMN COVER
4 - HEADLAMP LEVELING SWITCH
INSTALLATION
(1) Position the headlamp leveling switch in front
of the steering column cover access hole and connect
the switch electrical connector (Fig. 23).
(2) Properly seat the headlamp leveling switch into
the steering column cover.
(3) Reconnect negative battery cable.
H EADLAM P LEV ELI N G M OT OR

DIAGNOSIS AND TESTING - HEADLAMP
LEVELING SYSTEM
The following test is designed to diagnosis a faulty
headlamp leveling system. Refer to Wiring Diagrams
for a complete system schematic.
Fig. 22 Headlamp Leveling Switch NOTE: Headlamps must be operating properly and
the battery must be completely charged (12.4v)
1 - HEADLAMP LEVELING SWITCH
2 - I/P CENTER BEZEL prior to testing. It may also be necessary to install
3 - STEERING COLUMN COVER battery charger on the vehicles electrical system
when performing this test. Refer to the Battery sec-
(3) Disconnect the headlamp leveling switch elec- tion of the service manual for detailed information.
trical connector (Fig. 23) and remove the headlamp
leveling switch.
H EADLAM P LEV ELI N G M OT OR (Cont inue d)
ONE MOTOR DOES NOT 1. Poor electrical connection at 1. Check for proper electrical
OPERATE motor. harness connection and circuit
terminal tension at the motor.
2. Open or high resistance in the 2. Repair the open or high
battery positive voltage circuit to the resistance in the leveling motor
inoperative leveling motor. battery positive voltage circuit.
3. Open, high resistance in the 3. Repair the open, high
inoperative leveling motor ground resistance in the leveling motor
circuit. ground circuit.
4. Open, high resistance, short to 4. Repair the open, high
voltage or short to ground in the resistance, short to voltage or
inoperative leveling motor sense short to ground in the motor
circuit. sense circuit.
5. Inoperative/Damaged motor. 5. Replace leveling motor.
BOTH MOTORS DO NOT 1. No battery positive voltage to the 1. Repair the open circuit or
OPERATE headlamp leveling switch. high resistance in the headlamp
leveling switch battery positive
voltage circuit.
2. No battery positive voltage to the 2. Repair the open circuit or
headlamp leveling motor. high resistance in the headlamp
leveling motor battery positive
voltage circuit.
headlamp leveling switch ground resistance or short to voltage in
circuit. the headlamp leveling switch
ground circuit.
headlamp leveling motor ground resistance or short to voltage in
circuit. the headlamp leveling motor
ground circuit.
5. Open, high resistance, short to 5. Repair the open, high
voltage or short to ground in the resistance, short to voltage or
leveling motor sense circuit. short to ground in the motor
sense circuit.
6. Inoperative headlamp leveling 6. Replace headlamp leveling
switch. switch.
7. Inoperative headlamp leveling 7. Replace headlamp motors.
motors.
MOTORS DO NOT 1. Inoperative headlamp leveling 1. Replace headlamp leveling

RESPOND TO ONE OR switch. switch.
MORE LEVELING
POSITION(S)
2. Stuck/Binding or Inoperative 2. Replace headlamp leveling
motor(s). motor(s).
LEFT M U LT I -FU N CT I ON
SWI T CH
DESCRIPTION
Fig. 24 MULTI-FUNCTION SWITCH

1 - LEFT MULTI-FUNCTION SWITCH CONTROL STALK 5 - TURN SIGNAL CANCEL ACTUATOR
2 - HAZARD WARNING SWITCH BUTTON 6 - LEFT MULTI-FUNCTION SWITCH CONTROL RING
3 - RIGHT MULTI-FUNCTION SWITCH CONTROL STALK 7 - LEFT MULTI-FUNCTION SWITCH CONTROL KNOB
4 - SCREW (2)
The left multi-function switch is secured to the The left multi-function switch cannot be adjusted
upper steering column housing, below the steering or repaired. If any function of the switch is faulty, or
wheel. (Fig. 24). The hazard warning switch push if the switch is damaged, the entire switch unit must
button is located on the top of the multi-function be replaced. The combination flasher and the right
switch housing. multi-function switch are available for separate ser-
A connector containing eighteen terminal pins is vice replacement.
located on the back of the switch housing and con-
nects the switch to the vehicle electrical system. A OPERATION
second connector on the back of the switch housing The left multi-function switch uses a combination
accepts the combination flasher. The right and left of resistor multiplexed and conventionally switched
multi-function switchs are mounted together by two outputs to control the many functions and features it
screws, and the combined multi-function switch is provides. The switch is grounded to the left cowl side
secured to the upper steering column housing. inner panel, beneath the instrument panel. The
The left multi-function switch is the primary con- switch receives battery voltage from a fuse in the
trol for the interior and exterior lighting systems of Power Distribution Center (PDC), a fused B(+) circuit
the vehicle. The left multi-function switch supports and, when the ignition switch is in the Accessory or
the following functions: On positions, from a fuse in the fuse block through a
Hazard Warning Control fused ignition switch output (run-acc) circuit. Follow-
Exterior Lighting Control ing are descriptions of the how the left multi-function
Headlamp Beam Selection switch operates to control the many functions and
Headlamp Optical Horn features it provides:
Interior Lighting Control Front Fog Lamps - The control knob on the
Turn Signal Control end of the left multi-function switch control stalk is
pulled outward to activate the optional front fog
lamps. The control knob is keyed so that it cannot be
LEFT M U LT I -FU N CT I ON SWI T CH (Cont inue d)
pulled outward unless the knob is first rotated to headlamp high beams and to the instrument cluster
turn on the exterior lighting. The internal circuitry of for control of the high beam indicator.
the left multi-function switch then provides battery Interior Lamps Control - A control ring on the
voltage through a fused fog lamp relay output circuit left multi-function switch control stalk is rotated to a
and the fog lamp relay to the fog lamps and to the full forward detent to illuminate all interior courtesy
instrument cluster for control of the fog lamp indica- lamps. The instrument cluster circuitry monitors the
tor. hard wired variable resistor output of the left multi-
Rear Fog Lamp(s) - The headlamp switch knob function switch through the panel lamps dimmer sig-
must be rolled to the headlamp on position. Pulling nal circuit then, based upon that input, provides a
the headlamp switch knob outward and then rolling ground path to activate all interior courtesy lamps
the knob one more detent counterclockwise will acti- through a courtesy lamp feed circuit output.
vate the rear fog lamp. The headlamp switch is only Panel Lamps Dimming - A control ring on the
able to pull outward while in the headlamp position. left multi-function switch control stalk is rotated to
The internal circuitry of the left multi-function one of six intermediate detent positions to select the
switch then provides battery voltage to the rear fog desired illumination intensity of all adjustable
lamp(s) and to the instrument cluster for control of instrument panel and instrument cluster lighting.
the fog lamp indicator. The control ring is rotated forward to brighten, or
Hazard Warning System - The hazard warn- rearward to dim the lighting. The instrument cluster
ing push button is pushed down to unlatch the monitors the hard wired variable resistor output of
switch and activate the hazard warning system, and the left multi-function switch through the panel
pushed down again to latch the switch and turn the lamps dimmer signal circuit then, based upon that
system off. When the hazard warning switch is input, provides a pulse width modulated output, to
latched, the push button will be in a lowered position control the instrument cluster lighting levels. The
on the top of the steering column shroud; and, when instrument cluster also controls the lighting levels of
the hazard warning switch is unlatched, the push the other adjustable instrument panel lighting based
button will be in a raised position. The left multi- upon this panel lamps dimmer signal through a
function switch hazard warning simultaneously pro- panel lamps driver circuit output.
vides a signal to the hazard warning sense of the Parade Mode - A control ring on the left multi-
combination flasher to activate or deactivate the function switch control stalk is rotated to an interme-
flasher output, and directs the output of the flasher diate detent that is one detent rearward from the full
to the hazard warning lamps. forward detent to illuminate the Vacuum Fluorescent
Headlamps - The control knob on the end of Display (VFD) in the instrument cluster and the
the left multi-function switch control stalk is rotated radio at full intensity. The instrument cluster moni-
forward to its second detent from the Off position to tors the hard wired variable resistor output of the
activate the headlamps. The internal circuitry of the left multi-function switch through the panel lamps
left multi-function switch then provides battery volt- dimmer signal circuit then, based upon that input,
age through the integral beam select switch and the adjusts the instrument cluster VFD to its full inten-
headlamp low beam or high beam circuits to the sity and provides a battery voltage signal to the radio
appropriate headlamp filaments and to the instru- on a park lamp relay output circuit that signals the
ment cluster for control of the high beam indicator. radio to light its VFD to full intensity.
Headlamp Beam Selection - The left multi- Park Lamps - The control knob on the end of
function switch control stalk is pulled towards the the left multi-function switch control stalk is rotated
steering wheel past a detent, then released to actuate forward to its first detent to activate the parking
the integral beam select switch circuitry. Each time lamps. The left multi-function switch then provides
the control stalk is actuated in this manner, the battery voltage to the parking lamps and to the
opposite headlamp mode from what is currently instrument cluster as a request for cluster illumina-
selected will be activated. tion and panel lamps output.
Headlamp Optical Horn - The left multi-func- Turn Signal Control - The left multi-function
tion switch control stalk is pulled towards the steer- switch control stalk actuates the turn signal switch.
ing wheel to just before a detent, to momentarily The multi-function switch turn signal circuitry simul-
activate the headlamp high beams. The high beams taneously provides a signal to the turn signal sense
will remain illuminated until the control stalk is circuit of the combination flasher to activate the
released. The internal beam select switch circuitry flasher output. The turn signal switch has a detent
directs battery voltage through the headlamp high position in each direction that provides turn signals
beam circuit of the left multi-function switch to the with automatic cancellation, and an intermediate,
momentary position in each direction that provides
turn signals only until the left multi-function switch
control stalk is released. When the control stalk is
moved to a turn signal switch detent position, the
cancel actuator extends toward the center of the
steering column. A turn signal cancel cam that is
integral to the clockspring, rotates with the steering
wheel and the cam lobes contact the cancel actuator
when it is extended from the multi-function switch.If
only momentary signaling is desired, the switch is
actuated to a left or right intermediate detent posi-
tion. In this position the signal lamps flash as
described above, but the switch returns to the Off
position as soon as the lever is released. When the
system is activated, one of two turn indicators in the
instrument cluster flashes in unison with the turn
signal lamps, indicating to the driver that the system
is operating.
DIAGNOSIS AND TESTING - LEFT MULTI-

FUNCTION SWITCH
Refer to the appropriate wiring information.
WARNING: ON VEHICLES EQUIPPED WITH AIR- Fig. 25 Combination Flasher Receptacle (Connector
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE A)
INJURY.
Fig. 26 Left Multi-Function Switch Connector
(1) Disconnect and isolate the battery negative Receptacle (Connector B)
cable.
(2) Remove the left multi-function switch from the
steering column (Refer to 8 - ELECTRICAL/LAMPS/
LIGHTING - EXTERIOR/LEFT MULTI-FUNCTION
SWITCH - REMOVAL).
(3) Remove the combination flasher from the left
multi-function switch.
(4) Using an ohmmeter, perform the continuity
and resistance tests at the terminals in the left
multi-function switch connector receptacles as shown
in the Left Multi-Function Switch Test table. Refer to
(Fig. 25) and (Fig. 26) for connector terminal and
cavity identification.
LEFT (LIGHTING) MULTI-FUNCTION SWITCH TEST

TURN SIGNAL AND HAZARD WARNING SWITCH TESTS
SWITCH POSITION CONTINUITY
TURN HAZARD BETWEEN
Neutral Off B1 & B4, B1 & B5
Left Off A2 & B2, A2 & B4, B1 & B5
Right Off A2 & B5, B1 & B4
Neutral On A2 & B2, A2 & B4, A2 & B5, A2 & B6, A3 & B7, A3 & A5
EXTERIOR LIGHTING SWITCH TESTS
SWITCH POSITION CONTINUITY BETWEEN
Park Lamps On B9 & B20
Headlamp Low Beams On B16 & B18, B16 & B19
Headlamp High Beams On B17 & B18, B17 & B19
Fog Lamps On B13 & B14
Rear Fog Lamps On B12 & B13
Optical Horn On B17 & B18, B17 & B19
INTERIOR LIGHTING SWITCH TESTS
RESISTANCE
SWITCH POSITION RESISTANCE (OHMS)
BETWEEN
Panel Lamps Dimming Position 1 (Dimmest) B7 & B8 5653 10%
Dimming Position 2 B7 & B8 3743 10%
Dimming Position 6 (Brightest) B7 & B8 768 10%
Parade Mode On B7 & B8 412 10%
Courtesy Lamps On B7 & B8 150 10%
(5) If the left multi-function switch fails any of the (1) Disconnect and isolate the battery negative
continuity or resistance tests, replace the faulty cable.
switch unit as required. (2) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/IN-
REMOVAL STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL).
WARNING: ON VEHICLES EQUIPPED WITH AIR- (3) Remove the two screws that secure the lower
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE steering column shroud to the upper shroud (Fig. 27).
ATTEMPTING ANY STEERING WHEEL, STEERING (4) If the vehicle is equipped with the optional tilt
COLUMN, OR INSTRUMENT PANEL COMPONENT steering column, move the tilt steering column to the
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- fully lowered position and leave the tilt release lever
LATE THE BATTERY NEGATIVE (GROUND) CABLE, in the released (down) position.
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- (5) Remove both the upper and lower shrouds from
TEM CAPACITOR TO DISCHARGE BEFORE PER- the steering column.
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS (6) Disconnect the cross body wire harness connec-
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG tor for the left multi-function switch from the connec-
SYSTEM. FAILURE TO TAKE THE PROPER PRE- tor receptacle on the back of the switch.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (7) Disconnect the cross body wire harness connec-
BAG DEPLOYMENT AND POSSIBLE PERSONAL tor for the right multi-function switch from the con-
INJURY. nector receptacle on the back of the switch.
Fig. 28 Multi-Function Switch Remove/Install

2 - SCREW (2)
3 - SCREW (2)
Fig. 27 Steering Column Shrouds Remove/Install 4 - RIGHT MULTI-FUNCTION SWITCH
1 - LEFT MULTI-FUNCTION SWITCH 5 - UPPER STEERING COLUMN HOUSING
2 - UPPER SHROUD
3 - RIGHT MULTI-FUNCTION SWITCH LATE THE BATTERY NEGATIVE (GROUND) CABLE,
4 - CLOCKSPRING
5 - IGNITION LOCK CYLINDER HOUSING THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
6 - LOWER SHROUD TEM CAPACITOR TO DISCHARGE BEFORE PER-
7 - SCREW (2) FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(8) Remove the two screws that secure the multi-
function switch assembly to the upper steering col-
umn housing (Fig. 28).
(9) Remove the multi-function switch assembly
INJURY.
from the upper steering column housing.
(1) Install the combination flasher into the connec-
(10) Remove the two small screws that secure the
tor receptacle on the back of the left multi-function
right multi-function switch to the left multi-function
switch.
switch mounting housing.
(2) Position the right multi-function switch to the
(11) Grasp the right multi-function switch control
left multi-function switch.
stalk firmly and pull the switch toward the right far
(3) Grasp the right multi-function switch control
enough to disengage the alignment pins on the top
stalk firmly and slide the switch toward the left far
(1) and bottom (2) of the right switch housing from
enough to engage the alignment pins on the top (1)
the alignment ramps on the left multi-function
and bottom (2) of the right switch housing into the
switch mounting housing.
alignment ramps on the left multi-function switch
(12) Remove the right multi-function switch from
mounting housing.
the left multi-function switch.
(13) Remove the combination flasher from the con-
right multi-function switch to the left multi-function
nector receptacle on the back of the left multi-func-
switch mounting housing (Fig. 28). Tighten the
tion switch.
screws to 2 Nm (17 in. lbs.).
(5) Position the multi-function switch assembly
INSTALLATION onto the upper steering column housing.
multi-function switch assembly to the upper steering
column housing. Tighten the screws to 2 Nm (17 in.
lbs.).
(7) Reconnect the cross body wire harness connec- (4) Rotate the socket one-third turn counterclock-
tor for the right multi-function switch to the connec- wise and separate the socket and lamp from the
tor receptacle on the back of the switch. housing.
(8) Reconnect the cross body wire harness connec-
tor for the left multi-function switch to the connector INSTALLATION
on the back of the switch. (1) Install the socket and lamp into the housing
(9) Position both the upper and lower shrouds onto and rotate the socket one-third turn clockwise.
the steering column (Fig. 29). Be certain that the (2) Position the side marker lamp housing into the
locating tabs for the left and right multi-function front fender flare.
switch control stalk watershields are properly (3) Install the nut that secures the side marker lamp
engaged in the openings of both the upper and lower housing to the fender flare. Tighten the nut securely.
shrouds. (4) Reconnect battery negative cable.
SI DE M ARK ER LAM P
REMOVAL
cable.
(2) From underside of the fender flare, rotate the
side marker lamp socket one-third turn counterclock-
wise and separate it from the side marker lamp
housing.
(3) Remove the lamp from the socket by pulling it
straight out of the socket.
INSTALLATION
(1) Install the side marker lamp into the socket by
Fig. 29 Shroud Remove/Install pushing it straight into the socket.
1 - UPPER SHROUD
(2) Install the socket into the housing and rotate
2 - LOWER SHROUD the socket one-third turn clockwise.
lower steering column shroud to the upper shroud.
Tighten the screws to 2 Nm (17 in. lbs.). REPEAT ER LAM P
steering column, move the tilt steering column to the DESCRIPTION
fully raised position and secure it in place by moving Some export models are equipped with side
the tilt release lever back to the locked (up) position. repeater lamps instead of side marker lamps. The
(12) Reinstall the steering column opening cover side repeater lamp operates with the turn signals
onto the instrument panel. (Refer to 23 - BODY/IN- and has an amber colored lens and a clear lamp. For
STRUMENT PANEL/STEERING COLUMN OPEN- Removal and Installation procedures, refer to Side
ING COVER - INSTALLATION). Marker Lamps within this Group.
OPERATION
The side repeater lamps operate in series with the
SI DE M ARK ER LAM P U N I T front and rear turn signal lamps and are controlled
by the steering column mounted multi-function
REMOVAL switch.
cable. DIAGNOSIS AND TESTING - SIDE REPEATER
(2) From underside of the fender flare, remove the LAMP
nut that secures the side marker lamp housing to the
The following chart is designed to diagnosis a
front fender flare.
faulty side repeater lamp with the turn signals oper-
(3) Remove the lamp housing from the fender
ating normally. Refer to Wiring Diagrams for a com-
flare.
plete system schematic.
REPEAT ER LAM P (Cont inue d)
SI DE REPEAT ER LAM P CON DI T I ON CH ART
TURN SIGNALS OPERATE 1. Inoperative, damaged or burned out 4. Replace the lamp.
NORMALLY, ONE REPEATER lamp.
LAMP DOES NOT 2. Poor electrical connection at lamp. 2. Check for proper wire harness
ILLUMINATE connection and circuit terminal
tension at the lamp.
3. Open or high resistance in the voltage 3. Repair the open or high
circuit to the inoperative lamp. resistance in the repeater lamp
voltage circuit.
4. Open, high resistance in the ground 4. Repair the open, high resistance
circuit to the inoperative lamp. in the repeater lamp ground circuit.
TAI L LAM P U N I T
DESCRIPTION
Each tail lamp assembly contains a lens, housing
and two lamps. One lamp has two filaments and is
used for tail, stop, turn signal, rear side marker and
license plate (left side only) lamp functions. The
other lamp has a single filament and is used for
back-up light illumination.
OPERATION
Each tail lamp assembly can be serviced sepa-
rately. Each lamp can also be serviced separately.
The headlamp switch controls tail lamp operation.
The multi-function switch controls turn signal opera-
tion. The back-up light switch controls back-up light
Fig. 30 Tail Lamp Housing
operation. The brake lamp switch controls stop lamp
operation. 1 - BODY
2 - TAIL LAMP HOUSING
3 - TAIL LAMP LENS
REMOVAL
(1) Disconnect and isolate the negative battery (2) Install the bolts that secure the tail lamp hous-
cable. ing to the body. Tighten the bolts securely.
(2) From the underside of the vehicle, remove the
push-in fastener that secures the bottom rear edge of NOTE: Install the tail lamp lens with the clear por-
the rear wheelhouse splash shield to the body. tion (back-up lens) at the top of the housing. Make
(3) Pull the rear of the wheelhouse splash shield sure that the gasket is correctly in place and not
away from the body and reach upward to disconnect twisted or torn.
the wire harness connector from the tail lamp.
(4) Remove the screws that secure the tail lamp (3) Install the tail lamp lens and gasket onto the
lens to the tail lamp housing (Fig. 30). tail lamp housing.
(5) Remove the tail lamp lens and gasket from the
NOTE: Do not overtighten the screws or damage to
tail lamp housing.
the tail lamp lens may result.
(6) Remove the bolts that secure the tail lamp
housing to the body. (4) Install the screws that secure the tail lamp
(7) Remove the tail lamp housing from the body. lens to the tail lamp housing. Tighten the screws
securely.
INSTALLATION (5) Connect the wire harness connector to the tail
(1) Position the tail lamp housing to the body. lamp.
TAI L LAM P U N I T (Cont inue d)
(6) Install the push-in fastener that secures the T U RN SI GN AL CAN CEL CAM
bottom rear edge of the rear wheelhouse splash
shield to the body.
DESCRIPTION
(7) Reconnect the negative battery cable.
The turn signal cancel cam consists of two lobes
that are integral to the lower surface of the clock-
TAI L LAM P spring rotor. The clockspring mechanism provides
turn signal cancellation as well as a constant electri-
cal connection between the driver airbag, steering
REMOVAL
wheel accessorys and the cross body wire harness on
the steering column. The housing of the clockspring
cable.
is secured to the steering column and remains sta-
(2) Remove the screws that secure the tail lamp
tionary. The rotor of the clockspring, including the
lens to the tail lamp housing (Fig. 31).
turn signal cancel cam lobes rotate with the steering
(3) Remove the tail lamp lens and gasket from the
wheel.
tail lamp housing.
The turn signal cancel cam is integral to the clock-
(4) Push and rotate the lamp(s) one-third turn
spring and cannot be repaired. If faulty or damaged,
counterclockwise, then pull the lamp straight out of
the entire clockspring assembly must be replaced.
the socket
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - REMOVAL).
OPERATION
The turn signal cancel cam has two lobes molded
into the lower surface of the clockspring rotor. When
the turn signals are activated by moving the left
multi-function switch control stalk to a detent posi-
tion, a turn signal cancel actuator is extended from
the inside surface of the left multi-function switch
housing toward the clockspring rotor. When the
steering wheel is rotated during the turn, one of the
two turn signal cancel cam lobes will contact the
turn signal cancel actuator, but the cancel actuator
stays latched. When the steering wheel is rotated
back to center as the turn is completed, the cancel
Fig. 31 Tail Lamp Lens actuator is unlatched and releases the left multi-
function switch control stalk from its detent, cancel-
INSTALLATION ling the turn signal event.
(1) Install the lamp(s) by pushing the lamp into
the tail lamp socket and turning it one-third clock-
wise. U N DERH OOD LAM P U N I T
NOTE: Install the tail lamp lens with the clear por- REMOVAL
tion (back-up lens) at the top of the housing. Make (1) Disconnect and isolate the negative battery
sure that the gasket is correctly in place and not cable.
twisted or torn. (2) Disconnect the wire harness connector from the
underhood lamp (Fig. 32).
(2) Install the tail lamp lens and gasket onto the
(3) Remove the screw that secures the underhood
tail lamp housing.
lamp to the inner hood panel.
NOTE: Do not overtighten the screws or damage to (4) Remove the underhood lamp from the vehicle.
the tail lamp lens may result.
INSTALLATION
(3) Install the screws that secure the tail lamp (1) Position the underhood lamp onto the inner
lens to the tail lamp housing. Tighten the screws hood panel.
securely. (2) Install the screw that secures the underhood
(4) Reconnect the negative battery cable. lamp to the inner hood panel. Tighten the screw
securely.
U N DERH OOD LAM P U N I T (Cont inue d)
Fig. 32 Underhood Lamp Fig. 33 Underhood Lamp

1 - UNDERHOOD LAMP
1 - LAMP
2 - HOOD
2 - LAMP TERMINAL
3 - LAMP WIRE LOOP
(3) Connect the wire harness connector to the 4 - LAMP HOUSING
underhood lamp.
(4) Reconnect the negative battery cable. INSTALLATION
(1) Engage the lamp wire loop to the terminal clos-
est to the lamp housing wire connector.
U N DERH OOD LAM P (2) Press the opposite terminal inward and engage
the remaining lamp wire loop onto the terminal.
REMOVAL (3) Position the lamp lens onto the lamp housing
(1) Disconnect and isolate the negative battery and press the lens into place.
cable. (4) Reconnect the negative battery cable.
(2) Insert a small flat blade in the access slot
between the lamp housing and lamp lens.
(3) Pry the lamp lens upward and remove the
lamp lens.
(4) Press the lamp terminal inward (Fig. 33) to
release the lamp.
8L - 32 LAMPS/LIGHTING - INTERIOR TJ
LAM PS/LI GH T I N G - I N T ERI OR
TABLE OF CONTENTS
page page
LAMPS/LIGHTING - INTERIOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

SPECIFICATIONS DIAGNOSIS AND TESTING - DOOR AJAR
INTERIOR LAMPS . . . . . . . . . . . . . . . . . . . . . 32 SWITCH ....................... . . . . . 34
DOME LAMP UNIT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 32 REAR WIPER/WASHER SWITCH
DOME LAMP ILLUMINATION LAMP
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
DOOR AJAR SWITCH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 33
LAM PS/LI GH T I N G - I N T ERI OR DOM E LAM P U N I T

REMOVAL
SPECI FI CAT I ON S
NOTE: The dome lamp removal procedure is the
INTERIOR LAMPS same for both the right and left side dome lamps.
CAUTION: Do not use bulbs that have a higher can- (1) Disconnect the negative battery cable.
dle power than the bulb listed in the Bulb Applica-
tion Table. Damage to lamp housing and lens can NOTE: The dome lamp lens locating tab is larger
result. than the lens retaining tabs.
Some components have lamps that can only be ser- (2) Insert a small flat blade between the dome
viced by an Authorized Service Center (ASC) after lamp housing and dome lamp lens. Carefully pry the
the component is removed from the vehicle. lamp lens from the lamp housing (Fig. 1).
The following table lists the various lamp trade (3) Remove the screws that secure the dome lamp
numbers or part numbers. housing to the speaker housing.
(4) Remove the dome lamp housing from the
LAMP BULB speaker housing and disconnect the wire harness
connector from the dome lamp.
Dome (Sound Bar) 912
Under Hood 561 INSTALLATION
Underpanel Courtesy 906
NOTE: The dome lamp installation procedure is the
Instrument Cluster 103 same for both the right and left side dome lamps.
Illumination
Instrument Cluster 74 (1) Connect the wire harness connector to the
Warning dome lamp.
Automatic Transmission 658
NOTE: The dome lamp housing is equipped with a
Indicator
locating tab that must be inserted into the slot in
the speaker housing.
(2) Align the locating tab with the slot and posi-
tion the dome lamp housing into the speaker housing
(Fig. 2).
TJ LAMPS/LIGHTING - INTERIOR 8L - 33
DOM E LAM P U N I T (Cont inue d)
Fig. 1 Dome Lamp - Typical Fig. 2 Dome Lamp Housing

1 - DOME LENS GUIDE 1 - WIRE HARNESS CONNECTOR
2 - DOME LAMP HOUSING 2 - SPEAKER
3 - DOME LAMP 3 - LOCATING TAB
4 - SPEAKER HOUSING 4 - DOME LAMP HOUSING
5 - SCREW (2)
NOTE: The dome lamp lens is equipped with a
(3) Install the screws that secure the dome lamp locating tab that must be inserted into the slot in
housing to the speaker housing. the dome lamp housing.
NOTE: The dome lamp lens is equipped with a (2) Align the dome lamp lens locating tab with the
locating tab that must be inserted into the slot in slot in the dome lamp housing and press the lens
the dome lamp housing. into place.
(4) Align the dome lamp lens locating tab with the
slot in the dome lamp housing and press the lens
into place. DOOR AJ AR SWI T CH
DESCRIPTION
DOM E LAM P The door ajar switches, located in each door pillar,
are a self-adjusting, spring loaded plunger. The other
end of the switch is actuated by the hinge face of the
REMOVAL door. The self adjusting feature of the switch plunger
(1) Disconnect the negative battery cable.
is a one-time feature, it can be adjusted inward (com-
(2) Insert a small flat blade between the dome
pressed), but cannot be readjusted outward
lamp housing and dome lamp lens. Carefully pry the
(extended) once it has been compressed. This nor-
lamp lens from the lamp housing
mally open switch only closes when the door is open.
(3) Remove the dome lamp from the lamp termi-
The door ajar switch cannot be repaired and, if
nals by pulling the lamp straight out.
INSTALLATION OPERATION
(1) Install the dome lamp into the lamp terminals
The door ajar switches control a path to ground
by pushing the lamp straight into the terminals.
through separate driver and passenger door ajar
switch sense circuit inputs to the instrument cluster
chime warning circuitry when a door is opened. The
8L - 34 LAMPS/LIGHTING - INTERIOR TJ
DOOR AJ AR SWI T CH (Cont inue d)
door ajar switch inputs to the instrument cluster can sense circuit between the door ajar switch and the
be diagnosed using conventional diagnostic tools and instrument cluster as required.
methods.
REMOVAL
DIAGNOSIS AND TESTING - DOOR AJAR
SWITCH WARNING: ON VEHICLES EQUIPPED WITH AIR-
WARNING: ON VEHICLES EQUIPPED WITH AIR- ATTEMPTING ANY STEERING WHEEL, STEERING
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE COLUMN, OR INSTRUMENT PANEL COMPONENT
ATTEMPTING ANY STEERING WHEEL, STEERING DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
COLUMN, OR INSTRUMENT PANEL COMPONENT LATE THE BATTERY NEGATIVE (GROUND) CABLE,
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
LATE THE BATTERY NEGATIVE (GROUND) CABLE, TEM CAPACITOR TO DISCHARGE BEFORE PER-
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
TEM CAPACITOR TO DISCHARGE BEFORE PER- IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS SYSTEM. FAILURE TO TAKE THE PROPER PRE-
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
SYSTEM. FAILURE TO TAKE THE PROPER PRE- BAG DEPLOYMENT AND POSSIBLE PERSONAL
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- INJURY.
(1) Disconnect the negative battery cable
INJURY.
(2) Unlatch and open the door fully.
(1) Disconnect the negative battery cable. Remove (3) Using a small screwdriver, pry carefully
the door ajar switch from the door hinge pillar. Dis- between the hinge pillar and the outer circumference
connect the wire harness connector from the door of the door ajar switch housing to release the switch
ajar switch. Check for continuity between the door snap features from the mounting hole in the pillar.
ajar switch output and the driver or passenger door (4) Pull the door ajar switch out through the
ajar switch sense circuit in the door ajar switch con- mounting hole in the hinge pillar far enough to
nector. There should be continuity with the switch access and disconnect the wire harness connector
plunger released, and no continuity with the switch from the door ajar switch.
plunger depressed. If OK, go to Step 2. If not OK, (5) Remove the door ajar switch from the door
replace the faulty door ajar switch. hinge pillar.
(2) Check for continuity between the door ajar
switch output circuit of the wire harness connector INSTALLATION
for the driver or passenger door ajar switch and a (1) Position the door ajar switch to the door hinge
good ground. There should be continuity. If OK, go to pillar.
Step 3. If not OK, repair the open door ajar switch (2) Connect the wire harness connector to the door
output circuit to ground as required. ajar switch.
(3) Remove the instrument cluster from the instru- (3) Guide the wire harness for the door ajar switch
ment panel. Disconnect the instrument panel wire and the receptacle end of the switch into the mount-
harness connector from the instrument cluster. ing hole in the door hinge pillar.
Check for continuity between the driver or passenger (4) Using hand pressure, press the door ajar
door ajar switch sense circuit of the wire harness switch housing into the mounting hole in the door
connector for the driver or passenger door ajar switch hinge pillar until the snap features of the switch are
and a good ground. There should be no continuity. If fully engage in the mounting hole.
OK, go to Step 4. If not OK, repair the shorted driver (5) Slowly close the door and allow the door ajar
or passenger door ajar switch sense circuit between switch plunger self-adjuster mechanism to ratchet to
the door ajar switch and the instrument cluster as the proper position.
required. (6) Reconnect the negative battery cable.
(4) Check for continuity between the driver or pas- (7) Open and close the door to verify proper door
senger door ajar switch sense circuit of the wire har- ajar switch operation.
ness connector for the driver or passenger door ajar
switch and the wire harness connector for the instru-
ment cluster. There should be continuity. If not OK,
repair the open driver or passenger door ajar switch
TJ LAMPS/LIGHTING - INTERIOR 8L - 35
REAR WI PER/WASH ER
SWI T CH I LLU M I N AT I ON LAM P
REMOVAL
The rear wiper and washer switch in the accessory
switch bezel of the instrument panel includes a sin-
gle serviceable incandescent lamp and lamp holder
unit.

BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG,
PASSENGER AIRBAG, OR INSTRUMENT PANEL
COMPONENT DIAGNOSIS OR SERVICE. DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
Fig. 3 Rear Wiper/Washer Switch Lamp
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR
1 - SCREW DRIVER
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE 2 - LAMP HOLDER
PERFORMING FURTHER DIAGNOSIS OR SERVICE. 3 - REAR WIPER/WASHER SWITCH
THIS IS THE ONLY SURE WAY TO DISABLE THE
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO INSTALLATION
TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT CAUTION: Always use the correct lamp size and
AND POSSIBLE PERSONAL INJURY. type for replacement. An incorrect lamp size or type
may overheat and cause damage to the rear wiper
(1) Disconnect and isolate the negative battery and washer switch.
cable.
(2) Remove the rear wiper and washer switch from (1) Align the rear wiper and washer switch lamp
the accessory switch bezel (Refer to 8 - ELECTRI- holder and lamp assembly with the mounting hole in
CAL/REAR WIPERS/WASHERS/REAR WIPER/ the bottom of the switch.
WASHER SWITCH - REMOVAL). (2) Insert the rear wiper and washer switch lamp
(3) From the bottom of the switch housing, use a holder and lamp assembly straight into the mounting
small thin-bladed screwdriver to rotate the lamp hole until it is firmly seated.
holder counterclockwise about 30 degrees in the (3) Using a small thin-bladed screwdriver, rotate
mounting hole (Fig. 3). the lamp holder clockwise about 30 degrees in the
(4) Pull the rear wiper and washer switch lamp mounting hole.
holder and lamp assembly straight out of the mount- (4) Install the rear wiper and washer switch into
ing hole. the accessory switch bezel (Refer to 8 - ELECTRI-
CAL/REAR WIPERS/WASHERS/REAR WIPER/
WASHER SWITCH - INSTALLATION).
TJ POWER SYSTEMS 8N - 1
POWER SYSTEMS
page page
AUTOMATIC DAY / NIGHT MIRROR STANDARD PROCEDURE

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1 STANDARD PROCEDURE - COMPASS
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CALIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . 2
DIAGNOSIS AND TESTING - AUTOMATIC STANDARD PROCEDURE - COMPASS
DAY/NIGHT MIRROR . . . . . . . . . . . . . . . . . . . . 2 VARIATION ADJUSTMENT . . . . . . . . . . . . . . . . 3
AU T OM AT I C DAY / N I GH T OPERATION
The automatic day/night mirror is equipped with
M I RROR three buttons: the left switch for the left LED lamp,
the right switch for the right side LED lamp and the
DESCRIPTION center switch for the compass/temperature function.
The automatic dimming inside day/night rear view Pressing the left and right switch simultaneously will
mirror system is a completely self-contained unit turn the auto dim function on or off. A green light
that replaces the standard equipment inside rear next to the right button will indicate when the dim-
view mirror. This system will automatically change ming feature is activated. The mirror also senses the
the reflectance of the inside rear view mirror to pro- backup lamp circuit, and will automatically disable
tect the driver from the unwanted headlight glare of its self-dimming feature whenever the transmission
trailing vehicles while driving at night. The auto- gear selector is in the Reverse position.
matic day/night inside mirror receives ignition The compass/temperature display provides the out-
switched battery current through a fuse in the junc- side temperature and one of eight compass headings.
tion block, and will only operate when the ignition Press and release the center button once within 3
switch is in the On position. seconds to display compass/temperature (Fahren-
Contained within the mirror is a compass/temper- heit). Press and release the center button twice
ature display as well as two LED reading lamps. within 3 seconds to display compass/temperature
The automatic day/night mirror sensitivity cannot (Celsius). Press and release the center button three
be repaired or adjusted. If any component of this unit times within 3 seconds to deactivate the feature.
is inoperative or damaged, the entire automatic day/ A thin layer of electrochromatic material between
night inside rear view mirror unit must be replaced. two pieces of conductive glass make up the face of
the mirror. Two photocell sensors are used to monitor
light levels and adjust the reflectance of the mirror.
The ambient photocell sensor faces forward, to detect
the outside light levels. The headlamp sensor is
located on the mirror housing just to the left of the
switch and facing rearward, to detect the light level
received at the rear window side of the mirror. When
the difference between the two light levels becomes
too great (the light level received at the rear of the
mirror is much higher than that at the front of the
mirror), the mirror begins to darken.
8N - 2 POWER SYSTEMS TJ
AU T OM AT I C DAY / N I GH T M I RROR (Cont inue d)
DIAGNOSIS AND TESTING - AUTOMATIC NOTE: The ambient photocell sensor must be cov-
ered completely, so that no light reaches the sen-
DAY/NIGHT MIRROR
sor. Use a finger pressed tightly against the sensor,
or cover the sensor completely with electrical tape.
(1) Check for a blown fuse. If OK, go to Step 2. If (7) Shine a light into the rearward facing head-
not OK, repair the shorted circuit or component as lamp photocell sensor. The mirror glass should
required and replace the faulty fuse. darken. If OK, go to Step 8. If not OK, replace the
(2) Turn the ignition switch to the On position. faulty automatic day/night mirror unit.
Check for battery voltage at the fuse. If OK, go to (8) With the mirror glass darkened, place the
Step 3. If not OK, repair the open circuit to the igni- transmission gear selector lever in the Reverse posi-
tion switch as required. tion. The mirror should return to its normal reflec-
(3) Turn the ignition switch to the Off position. tance. If not OK, replace the faulty automatic day/
Disconnect and isolate the battery negative cable. night mirror unit.
Unplug the wire harness connector from the auto-
matic day/night mirror. Connect the battery negative
cable. Turn the ignition switch to the On position. STAN DARD PROCEDU RE
Check for battery voltage at the fused ignition switch
output (run/start) circuit cavity of the automatic day/ STANDARD PROCEDURE - COMPASS
night mirror wire harness connector. If OK, go to CALIBRATION
Step 4. If not OK, repair the open circuit as required.
(4) Turn the ignition switch to the Off position. AUTOMATIC CALIBRATION
Disconnect and isolate the battery negative cable. The compass is self calibrating which eliminates
Check for continuity between the ground circuit cav- the need to manually set the compass. When the
ity of the automatic day/night mirror wire harness vehicle is new, the compass may appear erratic and
connector and a good ground. There should be conti- CAL will be displayed. After completing one 360
nuity. If OK, go to Step 5. If not OK, repair the cir- turn with the vehicle traveling less than 8 km/h (5
cuit to ground as required. mph) in an area free from large metal or metallic
(5) Connect the battery negative cable. Turn the objects, CAL will turn off and the compass will func-
ignition switch to the On position. Set the parking tion normally.
brake. Place the transmission gear selector lever in
the Reverse position. Check for battery voltage at the MANUAL CALIBRATION
backup lamp switch output circuit cavity of the auto- If the compass appears erratic and CAL does not
matic day/night mirror wire harness connector. If appear, you must manually put the compass into the
OK, go to Step 6. If not OK, repair the open circuit calibration mode. To ensure proper compass calibra-
as required. tion, make sure the compass variance is properly set
(6) Turn the ignition switch to the Off position. before manually calibrating the compass.
Disconnect the battery negative cable. Plug in the To put the compass into calibration mode: Turn the
automatic day/night mirror wire harness connector. ignition to the ON position. Press and hold the center
Connect the battery negative cable. Turn the ignition button for 6 seconds to change the display between
switch to the On position. Place the transmission VAR (compass variance) and CAL (compass calibra-
gear selector lever in the Neutral position. Place the tion) modes. To recalibrate the compass, CAL should
mirror switch in the On (the LED in the mirror display for a complete 1 1/2 360 turns in a area free
switch is lighted) position. Cover the forward facing from large metal objects or power lines. When the
ambient photocell sensor to keep out any ambient compass has been calibrated, the CAL symbol will
light. turn off and the compass will function normally.
TJ POWER SYSTEMS 8N - 3
AU T OM AT I C DAY / N I GH T M I RROR (Cont inue d)
STANDARD PROCEDURE - COMPASS To set the variance: Turn the ignition to the ON
position. Press and hold the center button for 3 to 6
VARIATION ADJUSTMENT
seconds. The last variance zone number will be dis-
Compass variance is the difference between mag-
played. Each press of the center button will select a
netic north and geographic north. In some areas of
new variance zone. When the proper zone is selected,
the country, the difference between magnetic and
wait 5 seconds to resume normal operation.
geographic north is great enough to cause the com-
pass to give false readings. If this occurs, the com-
pass variance must be set according to the compass
variance map (Fig. 1).
Fig. 1 Variance Settings

TJ RESTRAINTS 8O - 1
RESTRAINTS
page page
RESTRAINTS DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 21
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23
WARNING FRONT SEAT BELT & RETRACTOR
WARNINGS - RESTRAINT SYSTEM . . . . . . . . 5 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
DIAGNOSIS AND TESTING - SUPPLEMENTAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25
RESTRAINT SYSTEM . . . . . . . . . . . . . . . . . . . 6 FRONT SEAT BELT BUCKLE
STANDARD PROCEDURE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
STANDARD PROCEDURE - HANDLING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 26
NON-DEPLOYED SUPPLEMENTAL PASSENGER AIRBAG
RESTRAINTS . . . . . . . . . . . . . . . . . . . . . . . . . 6 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 27
STANDARD PROCEDURE - SERVICE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
AFTER A SUPPLEMENTAL RESTRAINT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
DEPLOYMENT. . . . . . . . . . . . . . . . . . . . . . . . . 6 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 28
STANDARD PROCEDURE - VERIFICATION PASSENGER AIRBAG DOOR
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
AIRBAG CONTROL MODULE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 30
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 PASSENGER AIRBAG ON/OFF SWITCH
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 31
CHILD RESTRAINT ANCHOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 32
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12 REAR SEAT BELT & RETRACTOR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14 REAR SEAT BELT BUCKLE
CLOCKSPRING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 SEAT BELT SWITCH
STANDARD PROCEDURE - CLOCKSPRING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 35
CENTERING . . . . . . . . . . . . . . . . . . . . . . . . . 16 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 DIAGNOSIS AND TESTING - SEAT BELT
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18 SWITCH ...................... . . . . . . 36
DRIVER AIRBAG SEAT BELT TURNING LOOP ADJUSTER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
REST RAI N T S restraints require no action by the vehicle occupants

to be employed (Fig. 1).
DESCRIPTION ACTIVE RESTRAINTS
An occupant restraint system is standard factory-
The active restraints for this model include:
installed safety equipment on this model. Available
Front Seat Belts - Both front seating positions
occupant restraints for this model include both active
are equipped with three-point seat belt systems
and passive types. Active restraints are those which
employing a lower sport bar mounted inertia latch-
require the vehicle occupants to take some action to
type retractor, height-adjustable upper sport bar
employ, such as fastening a seat belt; while passive
mounted turning loops, a fixed lower seat belt anchor
secured with the retractor to the lower end of the
8O - 2 RESTRAINTS TJ
REST RAI N T S (Cont inue d)
Fig. 1 Supplemental Restraint System

1 - AIRBAG CONTROL MODULE 3 - PASSENGER AIRBAG
2 - PASSENGER AIRBAG ON/OFF SWITCH (W/O REAR SEAT 4 - DRIVER AIRBAG
ONLY)
sport bar, and a traveling end-release seat belt mounted turning loops, a fixed lower seat belt anchor
buckle secured to the inboard side of each front seat secured to the inner rear wheelhouse panel, and a
track. The front seat belt buckle for the driver side of fixed end-release seat belt buckle secured to the rear
all models includes an integral seat belt switch that floor panel.
electrically detects whether the driver seat belt has Child Restraint Anchors - All vehicles without
been fastened. a rear seat are equipped with a single, fixed-position,
Rear Seat Belts - On models equipped with a child seat upper tether anchor and two fixed lower
rear seat, both rear seating positions are equipped anchors for the front passenger seat. The upper
with three-point seat belt systems. The rear seating anchor is integral to the seat riser bracket and is
position belts employ a lower sport bar mounted iner- accessed from behind the front seat. The two lower
tia latch-type retractor, fixed upper sport bar anchors are also integral to the seat riser bracket,
but are accessed from the front of the seat where the Airbag Indicator - The airbag indicator is inte-
seat back meets the seat cushion. Vehicles equipped gral to the ElectroMechanical Instrument Cluster
with a rear seat have two fixed-position, child seat (EMIC), which is located on the instrument panel in
upper tether anchors on the rear floor panel behind front of the driver.
the rear seat just forward of the tailgate opening, Clockspring - The clockspring is located near
and four lower anchors that are integral to the rear the top of the steering column, directly beneath the
seat back. The inboard rear seat lower anchors are steering wheel.
accessed from the front of the seat where the seat Driver Airbag - The driver airbag is located in
back meets the seat cushion. The outboard rear seat the center of the steering wheel, beneath the driver
lower anchors are accessed between the seat hinge airbag trim cover.
bracket on each outboard end of the rear seat, just Driver Knee Blocker - The driver knee blocker
above the seat back pivot. The child seat tether and is a molded plastic structural unit secured to the
lower anchors for the front passenger seat are back side of and integral to the instrument panel
deleted on models equipped with a rear seat. steering column opening cover.
Passenger Airbag - The passenger airbag is
PASSIVE RESTRAINTS located on the instrument panel, beneath the passen-
The passive restraints available for this model ger airbag door on the instrument panel above the
include Next Generation driver and front passenger glove box on the passenger side of the vehicle.
airbags. This airbag system is a passive, inflatable, Passenger Airbag On/Off Switch - Models
Supplemental Restraint System (SRS) and vehicles without a rear seat are equipped with a passenger
with this equipment can be readily identified by the airbag on/off switch, which is located in a dedicated
SRS - AIRBAG logo molded into the driver airbag opening on the passenger side of the accessory switch
trim cover in the center of the steering wheel and bezel in the lower center stack area of the instru-
also into the passenger airbag door on the instrument panel.
ment panel above the glove box (Fig. 2). Vehicles Passenger Knee Blocker - The passenger knee
with the airbag system can also be identified by the blocker is a structural reinforcement that is integral
airbag indicator, which will illuminate in the instru- to and concealed within the glove box door.
ment cluster for about seven seconds as a bulb test The ACM and the EMIC each contain a central
each time the ignition switch is turned to the On processing unit and programming that allow them to
position. communicate with each other using the Programma-
ble Communication Interface (PCI) data bus network.
This method of communication is used by the ACM
for control of the airbag indicator on all models
equipped with dual front airbags. (Refer to 8 - ELEC-
TRICAL/ELECTRONIC CONTROL MODULES/
COMMUNICATION - DESCRIPTION).
Hard wired circuitry connects the supplemental
restraint system components to each other through
the electrical system of the vehicle. These hard wired
circuits are integral to several wire harnesses, which
many different methods. These circuits may be con-
nected to each other, to the vehicle electrical system,
and to the supplemental restraint system compo-
nents through the use of a combination of soldered
splices, splice block connectors, and many different
Fig. 2 SRS Logo types of wire harness terminal connectors and insu-
lators. Refer to the appropriate wiring information.
The supplemental restraint system includes the The wiring information includes wiring diagrams,
following major components, which are described in proper wire and connector repair procedures, further
further detail elsewhere in this service information: details on wire harness routing and retention, as well
Airbag Control Module - The Airbag Control as pin-out and location views for the various wire
Module (ACM) is located on a mount on the floor harness connectors, splices and grounds.
panel transmission tunnel, below the center of the
instrument panel.
OPERATION Deployment of the supplemental restraints

depends upon the angle and severity of an impact.
ACTIVE RESTRAINTS Deployment is not based upon vehicle speed; rather,
The primary passenger restraints in this or any deployment is based upon the rate of deceleration as
other vehicle are the standard equipment factory-in- measured by the forces of gravity (G force) upon the
stalled seat belts and child restraint anchors. Seat impact sensors. When an impact is severe enough,
belts and child restraint anchors are referred to as the microprocessor in the ACM signals the inflator of
an active restraint because the vehicle occupants are the appropriate airbag units to deploy their airbag
required to physically fasten and properly adjust cushions. During a frontal vehicle impact, the knee
these restraints in order to benefit from them. See blockers work in concert with properly fastened and
the owners manual in the vehicle glove box for more adjusted seat belts to restrain both the driver and
information on the features, use and operation of all the front seat passenger in the proper position for an
of the factory-installed active restraints. airbag deployment. The knee blockers also absorb
and distribute the crash energy from the driver and
PASSIVE RESTRAINTS the front seat passenger to the structure of the
The passive restraints are referred to as a supple- instrument panel.
mental restraint system because they were designed Typically, the vehicle occupants recall more about
and are intended to enhance the protection for the the events preceding and following a collision than
occupants of the vehicle only when used in conjunc- they do of an airbag deployment itself. This is
tion with the seat belts. They are referred to as pas- because the airbag deployment and deflation occur
sive restraints because the vehicle occupants are not very rapidly. In a typical 48 kilometer-per-hour (30
required to do anything to make them operate; how- mile-per-hour) barrier impact, from the moment of
ever, the vehicle occupants must be wearing their impact until the airbags are fully inflated takes
seat belts in order to obtain the maximum safety about 40 milliseconds. Within one to two seconds
benefit from the factory-installed supplemental from the moment of impact, the airbags are almost
restraint system. entirely deflated. The times cited for these events are
The supplemental restraint system electrical cir- approximations, which apply only to a barrier impact
cuits are continuously monitored and controlled by a at the given speed. Actual times will vary somewhat,
microprocessor and software contained within the depending upon the vehicle speed, impact angle,
Airbag Control Module (ACM). An airbag indicator in severity of the impact, and the type of collision.
the ElectroMechanical Instrument Cluster (EMIC) When the ACM monitors a problem in any of the
illuminates for about seven seconds as a bulb test supplemental restraint system circuits or compo-
each time the ignition switch is turned to the On or nents, it stores a fault code or Diagnostic Trouble
Start positions. Following the bulb test, the airbag Code (DTC) in its memory circuit and sends an elec-
indicator is turned on or off by the ACM to indicate tronic message to the EMIC to turn on the airbag
the status of the supplemental restraint system. If indicator. Proper testing of the supplemental
the airbag indicator comes on at any time other than restraint system components, the Programmable
during the bulb test, it indicates that there is a prob- Communication Interface (PCI) data bus, the elec-
lem in the supplemental restraint system electrical tronic message inputs to and outputs from the EMIC
circuits. Such a problem may cause airbags not to or the ACM, as well as the retrieval or erasure of a
deploy when required, or to deploy when not DTC from the ACM or EMIC requires the use of a
required. DRBIIIt scan tool. Refer to the appropriate diagnos-
tic information.
See the owners manual in the vehicle glove box for
more information on the features, use and operation
of all of the factory-installed passive restraints.
WARN I N G MENTAL RESTRAINT SYSTEM CIRCUITS AND COM-

PONENTS.
WARNINGS - RESTRAINT SYSTEM
WARNING: TO AVOID PERSONAL INJURY OR DEATH, DO NOT ATTEMPT TO DISMANTLE AN AIR-
DEATH, DURING AND FOLLOWING ANY SEAT BELT BAG UNIT OR TAMPER WITH ITS INFLATOR. DO
OR CHILD RESTRAINT ANCHOR SERVICE, CARE- NOT PUNCTURE, INCINERATE, OR BRING INTO
FULLY INSPECT ALL SEAT BELTS, BUCKLES, CONTACT WITH ELECTRICITY. DO NOT STORE AT
MOUNTING HARDWARE, RETRACTORS, TETHER TEMPERATURES EXCEEDING 93 C (200 F). AN
STRAPS, AND ANCHORS FOR PROPER INSTALLA- AIRBAG INFLATOR UNIT MAY CONTAIN SODIUM
TION, OPERATION, OR DAMAGE. REPLACE ANY AZIDE AND POTASSIUM NITRATE. THESE MATERI-
BELT THAT IS CUT, FRAYED, OR TORN. ALS ARE POISONOUS AND EXTREMELY FLAMMA-
STRAIGHTEN ANY BELT THAT IS TWISTED. BLE. CONTACT WITH ACID, WATER, OR HEAVY
TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY METALS MAY PRODUCE HARMFUL AND IRRITAT-
BELT THAT HAS A DAMAGED OR INOPERATIVE ING GASES (SODIUM HYDROXIDE IS FORMED IN
BUCKLE OR RETRACTOR. REPLACE ANY BELT THE PRESENCE OF MOISTURE) OR COMBUSTIBLE
THAT HAS A BENT OR DAMAGED LATCH PLATE COMPOUNDS. AN AIRBAG INFLATOR UNIT MAY
OR ANCHOR PLATE. REPLACE ANY CHILD ALSO CONTAIN A GAS CANISTER PRESSURIZED
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE TO OVER 2500 PSI.
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT WARNING: TO AVOID PERSONAL INJURY OR
BELT OR CHILD RESTRAINT COMPONENT. DEATH, REPLACE ALL RESTRAINT SYSTEM COM-
ALWAYS REPLACE DAMAGED OR FAULTY SEAT PONENTS ONLY WITH PARTS SPECIFIED IN THE
BELT AND CHILD RESTRAINT COMPONENTS WITH DAIMLERCHRYSLER MOPAR PARTS CATALOG.
THE CORRECT, NEW AND UNUSED REPLACEMENT SUBSTITUTE PARTS MAY APPEAR INTERCHANGE-
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR ABLE, BUT INTERNAL DIFFERENCES MAY RESULT
PARTS CATALOG. IN INFERIOR OCCUPANT PROTECTION.
WARNING: TO AVOID PERSONAL INJURY OR WARNING: TO AVOID PERSONAL INJURY OR

DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, DEATH, THE FASTENERS, SCREWS, AND BOLTS
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- ORIGINALLY USED FOR THE RESTRAINT SYSTEM
TEM BEFORE ATTEMPTING ANY STEERING COMPONENTS MUST NEVER BE REPLACED WITH
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- ANY SUBSTITUTES. THESE FASTENERS HAVE
MENT PANEL COMPONENT DIAGNOSIS OR SER- SPECIAL COATINGS AND ARE SPECIFICALLY
VICE. DISCONNECT AND ISOLATE THE BATTERY DESIGNED FOR THE RESTRAINT SYSTEM. ANY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO TIME A NEW FASTENER IS NEEDED, REPLACE IT
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- WITH THE CORRECT FASTENERS PROVIDED IN
CHARGE BEFORE PERFORMING FURTHER DIAG- THE SERVICE PACKAGE OR SPECIFIED IN THE
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY DAIMLERCHRYSLER MOPAR PARTS CATALOG.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- WARNING: TO AVOID PERSONAL INJURY OR
BAG DEPLOYMENT. DEATH, WHEN A STEERING COLUMN HAS AN AIR-
BAG UNIT ATTACHED, NEVER PLACE THE COL-
UMN ON THE FLOOR OR ANY OTHER SURFACE
WARNING: TO AVOID PERSONAL INJURY OR WITH THE STEERING WHEEL OR AIRBAG UNIT
DEATH ON VEHICLES EQUIPPED WITH AIRBAGS, FACE DOWN.
BEFORE PERFORMING ANY WELDING OPERA-
TIONS DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE AND DISCONNECT
ALL WIRE HARNESS CONNECTORS FROM THE
AIRBAG CONTROL MODULE (ACM). FAILURE TO
AND OTHER POSSIBLE DAMAGE TO THE SUPPLE-
DIAGNOSIS AND TESTING - SUPPLEMENTAL manner consistent with state, provincial, local and
federal regulations.
RESTRAINT SYSTEM
Proper diagnosis and testing of the supplemental
SUPPLEMENTAL RESTRAINT STORAGE
restraint system components, the PCI data bus, the
Airbags must be stored in their original, special
data bus electronic message inputs to and outputs
container until they are used for service. Also, they
from the ElectroMechanical Instrument Cluster
must be stored in a clean, dry environment; away
(EMIC), or the Airbag Control Module (ACM) as well
from sources of extreme heat, sparks, and high elec-
as the retrieval or erasure of a Diagnostic Trouble
trical energy. Always place or store any airbag on a
Code (DTC) from the ACM requires the use of a
surface with its trim cover or airbag cushion side fac-
DRBIIIt scan tool. Refer to the appropriate diagnos-
ing up, to minimize movement in case of an acciden-
tic information.
tal deployment.
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, STANDARD PROCEDURE - SERVICE AFTER A
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- SUPPLEMENTAL RESTRAINT DEPLOYMENT
TEM BEFORE ATTEMPTING ANY STEERING Any vehicle which is to be returned to use follow-
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- ing a supplemental restraint deployment, must have
MENT PANEL COMPONENT DIAGNOSIS OR SER- the deployed restraints replaced. In addition, if the
VICE. DISCONNECT AND ISOLATE THE BATTERY driver airbag has been deployed, the clockspring
NEGATIVE (GROUND) CABLE, THEN WAIT TWO must be replaced. If the passenger airbag is
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- deployed, the passenger airbag door must be
CHARGE BEFORE PERFORMING FURTHER DIAG- replaced. These components are not intended for
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY reuse and will be damaged or weakened as a result
TO DISABLE THE SUPPLEMENTAL RESTRAINT of a supplemental restraint deployment, which may
SYSTEM. FAILURE TO TAKE THE PROPER PRE- or may not be obvious during a visual inspection.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- It is also critical that the mounting surfaces and/or
BAG DEPLOYMENT. mounting bracket for the Airbag Control Module
(ACM) be closely inspected and restored to its origi-
nal condition following any vehicle impact damage.
Because the ACM contains impact sensors that are
STAN DARD PROCEDU RE used by the supplemental restraint system to moni-
tor or confirm the direction and severity of a vehicle
STANDARD PROCEDURE - HANDLING impact, improper orientation or insecure fastening of
NON-DEPLOYED SUPPLEMENTAL RESTRAINTS this component may cause airbags not to deploy
At no time should any source of electricity be per- when required, or to deploy when not required. All
mitted near the inflator on the back of a non-de- other vehicle components should be closely inspected
ployed airbag. When carrying a non-deployed airbag, following any supplemental restraint deployment, but
the trim cover or airbag cushion side of the unit are to be replaced only as required by the extent of
should be pointed away from the body to minimize the visible damage incurred.
injury in the event of an accidental deployment. If
the airbag unit is placed on a bench or any other sur- CLEANUP PROCEDURE
face, the trim cover or airbag cushion side of the unit Following a supplemental restraint deployment,
should be face up to minimize movement in the event the vehicle interior will contain a powdery residue.
of an accidental deployment. In addition, the supple- This residue consists primarily of harmless particu-
mental restraint system should be disarmed when- late by-products of the small pyrotechnic charge that
ever any steering wheel, steering column, driver initiates the propellant used to deploy a supplemen-
airbag, passenger airbag, or instrument panel compo- tal restraint. However, this residue may also contain
nents require diagnosis or service. Failure to observe traces of sodium hydroxide powder, a chemical
this warning could result in accidental airbag deploy- by-product of the propellant material that is used to
ment and possible personal injury. generate the inert gas that inflates the airbag. Since
All damaged, faulty, or non-deployed airbags which sodium hydroxide powder can irritate the skin, eyes,
are replaced on vehicles are to be handled and dis- nose, or throat, be certain to wear safety glasses,
posed of properly. If an airbag unit is faulty or dam- rubber gloves, and a long-sleeved shirt during
aged and non-deployed, refer to the Hazardous cleanup (Fig. 3).
Substance Control System for proper disposal. Dis-
pose of all non-deployed and deployed airbags in a
an airbag unit is faulty or damaged and non-de-
ployed, refer to the Hazardous Substance Control
System for proper disposal. Be certain to dispose
of all non-deployed and deployed supplemental
restraints in a manner consistent with state, provin-
cial, local and federal regulations.
(3) Next, remove the deployed supplemental
restraints from the vehicle. Refer to the appropriate
service removal procedures.
(4) You may need to vacuum the interior of the
vehicle a second time to recover all of the powder.
STANDARD PROCEDURE - VERIFICATION TEST

The following procedure should be performed using
a DRBIIIt scan tool to verify proper supplemental
restraint system operation following the service or
Fig. 3 Wear Safety Glasses and Rubber Gloves - replacement of any supplemental restraint system
Typical component.
DEATH, IF YOU EXPERIENCE SKIN IRRITATION WARNING: TO AVOID PERSONAL INJURY OR
DURING CLEANUP, RUN COOL WATER OVER THE DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
AFFECTED AREA. ALSO, IF YOU EXPERIENCE DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
IRRITATION OF THE NOSE OR THROAT, EXIT THE TEM BEFORE ATTEMPTING ANY STEERING
VEHICLE FOR FRESH AIR UNTIL THE IRRITATION WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
CEASES. IF IRRITATION CONTINUES, SEE A PHYSI- MENT PANEL COMPONENT DIAGNOSIS OR SER-
CIAN. VICE. DISCONNECT AND ISOLATE THE BATTERY
(1) Begin the cleanup by using a vacuum cleaner MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
to remove any residual powder from the vehicle inte- CHARGE BEFORE PERFORMING FURTHER DIAG-
rior. Clean from outside the vehicle and work your NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
way inside, so that you avoid kneeling or sitting on a TO DISABLE THE SUPPLEMENTAL RESTRAINT
non-cleaned area. SYSTEM. FAILURE TO TAKE THE PROPER PRE-
(2) Be certain to vacuum the heater and air condi- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
tioning outlets as well (Fig. 4). Run the heater and BAG DEPLOYMENT.
air conditioner blower on the lowest speed setting
and vacuum any powder expelled from the outlets. (1) During the following test, the battery negative
cable remains disconnected and isolated, as it was
during the supplemental restraint system component
removal and installation procedures.
(2) Be certain that the DRBIIIt scan tool contains
the latest version of the proper DRBIIIt software.
Connect the DRBIIIt to the 16-way Data Link Con-
nector (DLC). The DLC is located on the driver side
lower edge of the instrument panel, outboard of the
steering column (Fig. 5).
(3) Turn the ignition switch to the On position and
exit the vehicle with the DRBIIIt scan tool.
(4) Check to be certain that nobody is in the vehi-
cle, then reconnect the battery negative cable.
(5) Using the DRBIIIt, read and record the active
(current) Diagnostic Trouble Code (DTC) data.
(6) Next, use the DRBIIIt to read and record any
stored (historical) DTC data.
Fig. 4 Vacuum Heater and A/C Outlets - Typical (7) If any DTC is found in Step 5 or Step 6, refer
CAUTION: All damaged, faulty, or non-deployed to the appropriate diagnostic information.
supplemental restraints which are replaced on vehi- (8) Use the DRBIIIt to erase the stored DTC data.
cles are to be handled and disposed of properly. If If any problems remain, the stored DTC data will not
Fig. 6 Airbag Control Module

1 - SCREW (4)
2 - AIRBAG CONTROL MODULE
5 - FRONT FLOOR PANEL
Fig. 5 16-Way Data Link Connector - Typical plate is secured to the bottom of the ACM housing
1 - 16WAY DATA LINK CONNECTOR with four screws to enclose and protect the internal
2 - BOTTOM OF INSTRUMENT PANEL electronic circuitry and components.
The ACM housing has an integral mounting flange
erase. Refer to the appropriate diagnostic informa- on each side. Each mounting flange has an integral
tion to diagnose any stored DTC that will not erase. locating pin on its lower surface and two round
If the stored DTC information is successfully erased, mounting holes. An arrow cast into the top of the
go to Step 9. ACM housing near the rear provides a visual verifi-
(9) Turn the ignition switch to the Off position for cation of the proper orientation of the unit, and
about fifteen seconds, and then back to the On posi- should always be pointed toward the front of the
tion. Observe the airbag indicator in the instrument vehicle. A molded plastic electrical connector recepta-
cluster. It should illuminate for six to eight seconds, cle containing twenty-three terminal pins exits the
and then go out. This indicates that the supplemen- forward facing side of the ACM housing. These ter-
tal restraint system is functioning normally and that minal pins connect the ACM to the vehicle electrical
the repairs are complete. If the airbag indicator fails system through a dedicated take out and connector of
to light, or lights and stays on, there is still an active the body wire harness.
supplemental restraint system fault or malfunction. The impact sensor and safing sensor internal to
Refer to the appropriate diagnostic information to the ACM are calibrated for the specific vehicle, and
diagnose the problem. are only serviced as a unit with the ACM. The ACM
cannot be repaired or adjusted and, if damaged or
faulty, it must be replaced.
AI RBAG CON T ROL M ODU LE
OPERATION
DESCRIPTION The microprocessor in the Airbag Control Module
The Airbag Control Module (ACM) is secured with (ACM) contains the front supplemental restraint sys-
four screws to the top mounting surface of a stamped tem logic circuits and controls all of the supplemental
steel bracket welded onto the top of the floor panel restraint system components. The ACM uses
transmission tunnel below the instrument panel and On-Board Diagnostics (OBD) and can communicate
forward of the center floor console in the passenger with other electronic modules in the vehicle as well
compartment of the vehicle (Fig. 6). Concealed within as with the DRBIIIt scan tool using the Programma-
a hollow in the center of the die cast aluminum ACM ble Communications Interface (PCI) data bus net-
housing is the electronic circuitry of the ACM which work. This method of communication is used for
includes a microprocessor, an electronic impact sen- control of the airbag indicator in the ElectroMechani-
sor, an electromechanical safing sensor, and an cal Instrument Cluster (EMIC) and for supplemental
energy storage capacitor. A stamped metal cover
AI RBAG CON T ROL M ODU LE (Cont inue d)
restraint system diagnosis and testing through the panel. These connections allow the ACM to be opera-
16-way data link connector located on the driver side tional whenever the ignition switch is in the Start or
lower edge of the instrument panel. (Refer to 8 - On positions. The ACM also contains an energy-stor-
ELECTRICAL/INSTRUMENT CLUSTER/AIRBAG age capacitor. When the ignition switch is in the
INDICATOR - OPERATION). Start or On positions, this capacitor is continually
The ACM microprocessor continuously monitors all being charged with enough electrical energy to
of the front supplemental restraint system electrical deploy the front supplemental restraint components
circuits to determine the system readiness. If the for up to one second following a battery disconnect or
ACM detects a monitored system fault, it sets an failure. The purpose of the capacitor is to provide
active and stored Diagnostic Trouble Code (DTC) and backup supplemental restraint system protection in
sends electronic messages to the EMIC over the PCI case there is a loss of battery current supply to the
data bus to turn on the airbag indicator. An active ACM during an impact.
fault only remains for the duration of the fault, or in Two sensors are contained within the ACM; an
some cases, the duration of the current ignition electronic impact sensor, and a safing sensor. The
switch cycle, while a stored fault causes a DTC to be electronic impact sensor is an accelerometer that
stored in memory by the ACM. For some DTCs, if a senses the rate of vehicle deceleration, which pro-
fault does not recur for a number of ignition cycles, vides verification of the direction and severity of an
the ACM will automatically erase the stored DTC. impact. The safing sensor is an electromechanical
For other internal faults, the stored DTC is latched sensor within the ACM that provides an additional
forever. logic input to the ACM microprocessor. The safing
In models not equipped with a rear seat, the ACM sensor is a normally open switch that is used to ver-
also monitors a resistor multiplexed input from the ify the need for a front supplemental restraint
passenger airbag on/off switch and provides a control deployment by detecting impact energy of a lesser
output for the Off indicator in the switch through a magnitude than that of the electronic impact sensor,
passenger airbag indicator driver circuit. If the pas- and must be closed in order for the front airbags to
senger airbag on/off switch is set to the Off position, deploy. A pre-programmed decision algorithm in the
the ACM turns on the passenger airbag on/off switch ACM microprocessor determines when the decelera-
Off indicator and will internally disable the passen- tion rate as signaled by the impact sensor and the
ger airbag from being deployed if an impact is safing sensor indicate an impact that is severe
detected that is sufficient for an airbag deployment. enough to require front supplemental restraint sys-
The ACM also turns on the on/off switch Off indica- tem protection and, based upon the status of the pas-
tor for about seven seconds each time the ignition senger airbag on/off switch input and the severity of
switch is turned to the On position as a bulb test. the monitored impact, determines what combination
Following the bulb test, the ACM controls the status of front airbag deployment is required for each front
of the Off indicator based upon the resistance of the seating position. When the programmed conditions
input from the on/off switch. The ACM will also set are met, the ACM sends the proper electrical signals
and/or store a DTC for faults it detects in the passen- to deploy the dual front airbags.
ger airbag on/off switch circuits, and will turn on the The hard wired inputs and outputs for the ACM
airbag indicator in the EMIC if a fault has been may be diagnosed and tested using conventional
detected. diagnostic tools and procedures. However, conven-
The ACM receives battery current through two cir- tional diagnostic methods will not prove conclusive in
cuits; a fused ignition switch output (run) circuit the diagnosis of the ACM, the PCI data bus network,
through a fuse in the fuse block, and a fused ignition or the electronic message inputs to and outputs from
switch output (run-start) circuit through a second the ACM. The most reliable, efficient, and accurate
fuse in the fuse block. The ACM receives ground means to diagnose the ACM, the PCI data bus net-
through a ground circuit and take out of the body work, and the electronic message inputs to and out-
wire harness. This take out has a single eyelet ter- puts from the ACM requires the use of a DRBIIIt
minal connector that is secured by a ground screw to scan tool. Refer to the appropriate diagnostic infor-
the right cowl side inner panel below the instrument mation.
REMOVAL (4) Remove the four screws that secure the Airbag
Control Module (ACM) to the mounting bracket on
WARNING: TO AVOID PERSONAL INJURY OR the floor panel transmission tunnel (Fig. 7).
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
BAG DEPLOYMENT.

DEATH, NEVER STRIKE OR DROP THE AIRBAG Fig. 7 Airbag Control Module Remove/Install
CONTROL MODULE, AS IT CAN DAMAGE THE 1 - SCREW (4)
2 - AIRBAG CONTROL MODULE
IMPACT SENSOR OR AFFECT ITS CALIBRATION. 3 - WIRE HARNESS CONNECTOR
THE AIRBAG CONTROL MODULE CONTAINS THE 4 - MOUNTING BRACKET
IMPACT SENSOR, WHICH ENABLES THE SYSTEM 5 - FRONT FLOOR PANEL
TO DEPLOY THE SUPPLEMENTAL RESTRAINTS. IF
AN AIRBAG CONTROL MODULE IS ACCIDENTALLY (5) Lift the ACM upward far enough to disengage
DROPPED DURING SERVICE, THE MODULE MUST the locator pins on the bottom of the ACM mounting
BE SCRAPPED AND REPLACED WITH A NEW UNIT. flanges from the locating holes in the mounting
FAILURE TO OBSERVE THIS WARNING COULD bracket, then slide the ACM out from under the
RESULT IN ACCIDENTAL, INCOMPLETE, OR instrument panel far enough to access the wire har-
IMPROPER SUPPLEMENTAL RESTRAINT DEPLOY- ness connector.
MENT. (6) Disconnect the body wire harness connector for
the ACM from the ACM connector receptacle located
(1) Disconnect and isolate the battery negative on the forward facing side of the module. To discon-
cable. Wait two minutes for the system capacitor to nect the body wire harness connector from the ACM
discharge before further service. (Fig. 8):
(2) Pull the carpet on the right and left sides of (a) Pull the white Connector Positive Assurance
the floor panel transmission tunnel rearward far (CPA) locks on each side of the connector out about
enough to access the Airbag Control Module (ACM), 3 millimeters (0.125 inch).
which is forward of the floor console. (b) Squeeze the latch tabs on each side of the
(3) On models equipped with the optional Anti-lock connector between the thumb and forefinger and
Brake System (ABS), remove the acceleration switch pull the connector straight away from the ACM
from the left side of the mounting bracket on the connector receptacle.
floor panel transmission tunnel. (Refer to 5 - (7) Remove the ACM from beneath the instrument
BRAKES/ELECTRICAL/G-SWITCH - REMOVAL). panel.
DEATH, NEVER STRIKE OR DROP THE AIRBAG
CONTROL MODULE, AS IT CAN DAMAGE THE
IMPACT SENSOR OR AFFECT ITS CALIBRATION.
THE AIRBAG CONTROL MODULE CONTAINS THE
IMPACT SENSOR, WHICH ENABLES THE SYSTEM
TO DEPLOY THE SUPPLEMENTAL RESTRAINTS. IF
AN AIRBAG CONTROL MODULE IS ACCIDENTALLY
DROPPED DURING SERVICE, THE MODULE MUST
BE SCRAPPED AND REPLACED WITH A NEW UNIT.
FAILURE TO OBSERVE THIS WARNING COULD
RESULT IN ACCIDENTAL, INCOMPLETE, OR
IMPROPER SUPPLEMENTAL RESTRAINT DEPLOY-
MENT.
(1) Position the Airbag Control Module (ACM)

beneath the instrument panel.
(2) Reconnect the body wire harness connector for
the ACM to the ACM connector receptacle located on
the forward facing side of the module (Fig. 8). Be cer-
tain that both connector latches and the white Con-
nector Positive Assurance (CPA) locks are fully
engaged.
(3) Position the ACM to the mounting bracket on
the floor panel transmission tunnel (Fig. 7). When
the ACM is correctly positioned, the locator pins on
the bottom of the ACM mounting flanges will be
engaged in the locating holes in the mounting
Fig. 8 Airbag Control Module Connector Removal bracket, and the arrow on the ACM label will be
1 - AIRBAG CONTROL MODULE pointed forward in the vehicle.
2 - PULL TWO LOCKS OUT (4) Install and tighten the four screws that secure
3 - SQUEEZE LATCHES
4 - PULL the ACM to the mounting bracket on the floor panel
5 - PULL transmission tunnel. Tighten the screws to 14 Nm
6 - SQUEEZE LATCHES (125 in. lbs.).
(5) On models equipped with the optional ABS
brakes, reinstall the acceleration switch onto the left
INSTALLATION side of the mounting bracket on the floor panel trans-
mission tunnel. (Refer to 5 - BRAKES/ELECTRICAL/
G-SWITCH - INSTALLATION).
(6) Restore the carpet on the right and left sides of
the floor panel transmission tunnel to its proper posi-
tion beneath the instrument panel.
(7) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verifi-
cation test procedure should be performed following
service of any supplemental restraint system compo-
nent (Refer to 8 - ELECTRICAL/RESTRAINTS -
STANDARD PROCEDURE - VERIFICATION TEST).
BAG DEPLOYMENT.
CH I LD REST RAI N T AN CH OR
DESCRIPTION
This model is equipped with a Lower Anchors and
Tether for CHildren, or LATCH child restraint
anchorage system (Fig. 9). The LATCH system pro-
vides for the installation of suitable child restraints
in certain seating positions without using the stan-
dard equipment seat belt provided for that seating
position. All vehicles without a rear seat are
equipped with a fixed-position child restraint upper
tether anchor (Fig. 10) and two child restraint lower
anchors (Fig. 11) for the front passenger seating posi-
tion. Vehicles with an optional rear seat are equipped
with fixed-position child restraint upper tether
anchors (Fig. 12) and two child restraint lower
Fig. 10 Front Passenger Seat Upper Anchor
anchors (Fig. 13) for each rear outboard seating posi-
tion. All front passenger seat child restraint anchors 1 - SEAT BACK
2 - UPPER ANCHOR
are deleted on models equipped with the optional 3 - SEAT CUSHION
rear seat.
The upper tether anchor and both lower anchors at each side where the seat back meets the seat
for the front passenger seat are integral to the front cushion. The upper and lower front seat child
passenger seat riser bracket. The upper tether restraint anchors cannot be adjusted or repaired and,
anchor is accessed from behind the front seat. The if faulty or damaged, they must be replaced as a unit
lower anchors for the front passenger seat are formed with the seat riser bracket.
from round steel bar stock that is formed into a The upper tether anchors for the rear seat are
U-shape, then securely welded to the seat riser stamped steel brackets that are secured by screws to
bracket. They are accessed from the front of the seat, the rear cargo floor panel just forward of the tailgate
Fig. 9 Child Restraint Anchor Locations

1 - LOWER ANCHOR (MODELS WITHOUT A REAR SEAT ONLY) 4 - TETHER ANCHOR (PROVIDED FOR REAR OUTBOARD
2 - TETHER ANCHOR (MODELS WITHOUT A REAR SEAT ONLY) SEATING POSITIONS ONLY)
3 - LOWER ANCHOR (PROVIDED FOR REAR OUTBOARD
SEATING POSITIONS ONLY)
CH I LD REST RAI N T AN CH OR (Cont inue d)
Fig. 11 Front Passenger Seat Lower Anchors Fig. 13 Rear Seat Lower Anchors
1 - SEAT BACK 1 - SEAT BACK
2 - LOWER ANCHOR (2) 2 - LOWER ANCHOR (4)
3 - SEAT CUSHION 3 - SEAT CUSHION
faulty or damaged, they must be replaced as a unit

with the rear seat back frame.
WARNING: DURING AND FOLLOWING ANY SEAT

BELT OR CHILD RESTRAINT ANCHOR SERVICE,
CAREFULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS FOR PROPER INSTALLA-
TION, OPERATION, OR DAMAGE. REPLACE ANY
BELT THAT IS CUT, FRAYED, OR TORN.
STRAIGHTEN ANY BELT THAT IS TWISTED.
TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY
BELT THAT HAS A DAMAGED OR INOPERATIVE
BUCKLE OR RETRACTOR. REPLACE ANY BELT
THAT HAS A BENT OR DAMAGED LATCH PLATE
OR ANCHOR PLATE. REPLACE ANY CHILD
Fig. 12 Rear Seat Upper Anchors RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
1 - REAR SEAT
2 - REAR CARGO FLOOR DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
3 - UPPER ANCHOR (2) BELT OR CHILD RESTRAINT COMPONENT.
4 - TAILGATE OPENING SILL
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
opening, and are accessed from behind the rear seat.
THE CORRECT, NEW AND UNUSED REPLACEMENT
The upper tether anchors for the rear seat are avail-
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
able for individual service replacement. The four
PARTS CATALOG.
fixed lower anchors are integral to the rear seat back
frame and are accessed from the front of the rear
seat, where the seat back meets the seat cushion.
OPERATION
The two inboard lower anchors are constructed from
See the owners manual in the vehicle glove box for
round steel bar stock that is formed into a U-shape,
more information on the proper use of all of the fac-
then securely welded at each end to the rear seat
tory-installed child restraint anchors.
back frame. The two outboard lower anchors are
machined steel pins that are secured between the
two seat back hinge plates above the pivot pin on
REMOVAL
The following procedure applies only to the rear
each outboard side of the rear seat back frame. These
seat upper child tether anchors used on models
lower anchors cannot be adjusted or repaired and, if
equipped with an optional rear seat. The child
CH I LD REST RAI N T AN CH OR (Cont inue d)
restraint anchors used in this model in all other loca-
tions are integral to other components and cannot be
serviced separately.

DEATH, DURING AND FOLLOWING ANY SEAT BELT
OR CHILD RESTRAINT ANCHOR SERVICE, CARE-
FULLY INSPECT ALL SEAT BELTS, BUCKLES,
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT Fig. 14 Rear Upper Tether Anchor Remove/Install
BELT AND CHILD RESTRAINT COMPONENTS WITH 1 - SCREW (2)
THE CORRECT, NEW AND UNUSED REPLACEMENT 2 - FLOOR PANEL
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR 3 - ANCHOR (2)
PARTS CATALOG.
(1) Remove the screw that secures the upper child DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
restraint tether anchor to the rear cargo floor panel BELT OR CHILD RESTRAINT COMPONENT.
just forward of the tailgate opening sill (Fig. 14). ALWAYS REPLACE DAMAGED OR FAULTY SEAT
(2) Remove the upper tether anchor from the rear BELT AND CHILD RESTRAINT COMPONENTS WITH
cargo floor panel. THE CORRECT, NEW AND UNUSED REPLACEMENT
INSTALLATION PARTS CATALOG.
The following procedure applies only to the rear (1) Position the upper tether anchor onto the rear
seat upper child tether anchors used on models cargo floor panel (Fig. 14).
equipped with an optional rear seat. The child (2) Install and tighten the screw that secures the
restraint anchors used in this model in all other loca- upper tether anchor to the rear cargo floor panel just
tions are integral to other components and cannot be forward of the tailgate opening sill. Tighten the
serviced separately. screw to 26 Nm (19 ft. lbs.).

DEATH, DURING AND FOLLOWING ANY SEAT BELT CLOCK SPRI N G
FULLY INSPECT ALL SEAT BELTS, BUCKLES, DESCRIPTION
MOUNTING HARDWARE, RETRACTORS, TETHER The clockspring assembly is secured with two inte-
STRAPS, AND ANCHORS FOR PROPER INSTALLA- gral plastic latches onto the steering column lock
TION, OPERATION, OR DAMAGE. REPLACE ANY housing near the top of the steering column behind
BELT THAT IS CUT, FRAYED, OR TORN. the steering wheel (Fig. 15). The clockspring consists
STRAIGHTEN ANY BELT THAT IS TWISTED. of a flat, round molded plastic case with a stubby tail
TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY that hangs below the steering column (Fig. 16). The
BELT THAT HAS A DAMAGED OR INOPERATIVE tail contains two connector receptacles that face
BUCKLE OR RETRACTOR. REPLACE ANY BELT toward the instrument panel. Within the plastic case
THAT HAS A BENT OR DAMAGED LATCH PLATE is a spool-like molded plastic rotor with a large
OR ANCHOR PLATE. REPLACE ANY CHILD exposed hub. The upper surface of the rotor hub has
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE a large center hole, two large flats, and four short
CLOCK SPRI N G (Cont inue d)
while the inner end of the tape terminates at the pig-
tail wires on the hub of the clockspring rotor that
face the steering wheel.
Service replacement clocksprings are shipped pre-
centered and with a molded plastic locking pin that
snaps into a receptacle in the rotor and has a tab
that is engaged between two ribs on the upper sur-
face of the clockspring case. The locking pin secures
the centered clockspring rotor to the clockspring case
during shipment, but the locking pin must be
removed from the clockspring after it is installed on
the steering column. (Refer to 8 - ELECTRICAL/RE-
STRAINTS/CLOCKSPRING - STANDARD PROCE-
DURE - CLOCKSPRING CENTERING).
The clockspring cannot be repaired. If the clock-
spring is faulty, damaged, or if the driver airbag has
Fig. 15 Clockspring been deployed, the clockspring must be replaced.
1 - CASE
2 - LOCKING PIN OPERATION
3 - ROTOR The clockspring is a mechanical electrical circuit
4 - ROTOR FLAT (2)
5 - CLOCKSPRING PIGTAIL WIRES (NOT SHOWN) component that is used to provide continuous electri-
cal continuity between the fixed body wire harness
pigtail wires with connectors that face toward the on the steering column and the electrical components
steering wheel. mounted on or in the rotating steering wheel. On this
model the rotating electrical components include the
driver airbag, the horn switch, and the speed control
switches if the vehicle is so equipped. The clock-
spring case is positioned and secured to the upper
steering column housing near the top of the steering
column. The connector receptacles on the tail of the
fixed clockspring case connect the clockspring to the
vehicle electrical system through two take outs with
connectors from the body wire harness.
The clockspring rotor is movable and is keyed by
two flats molded into the rotor hub to two flats that
are cast into the lower surface of the steering wheel
armature. The two lobes on the turn signal cancel
cam on the lower surface of the clockspring rotor hub
contact a turn signal cancel actuator of the multi-
function switch to provide automatic turn signal can-
cellation. The pigtail wires on the upper surface of
Fig. 16 Turn Signal Cancel Cam
the clockspring rotor connect the clockspring to the
1 - AIRBAG PIGTAIL
2 - LOCKING PIN
driver airbag, the horn switch, and the two speed
3 - LATCH (2) control switches if the vehicle is so equipped.
4 - CANCEL CAM Like the clockspring in a timepiece, the clockspring
5 - LOWER CONNECTOR RECEPTACLE (2)
6 - HORN SWITCH FEED PIGTAIL
tape has travel limits and can be damaged by being
7 - SPEED CONTROL SWITCH PIGTAIL (2) wound too tightly during full stop-to-stop steering
wheel rotation. To prevent this from occurring, the
The lower surface of the rotor hub has a molded clockspring is centered when it is installed on the
plastic turn signal cancel cam consisting of two lobes steering column. Centering the clockspring indexes
that are molded into the rotor. Within the plastic the clockspring tape to the movable steering compo-
case and wound around the rotor spool is a long rib- nents so that the tape can operate within its
bon-like tape that consists of several thin copper wire designed travel limits. However, if the clockspring is
leads sandwiched between two thin plastic mem- removed from the steering column or if the steering
branes. The outer end of the tape terminates at the shaft is disconnected from the steering gear, the
connector receptacles that face the instrument panel, clockspring spool can change position relative to the
movable steering components. The clockspring must CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
be re-centered following completion of this service or BAG DEPLOYMENT.
the tape may be damaged.
Service replacement clocksprings are shipped pre-
centered and with a plastic locking pin installed.
This locking pin should not be disengaged until the
clockspring has been installed on the steering col-
umn. If the locking pin is removed or damaged before
the clockspring is installed on a steering column, the
clockspring centering procedure must be performed.
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - STANDARD PROCEDURE - CLOCK-
SPRING CENTERING).
STANDARD PROCEDURE - CLOCKSPRING

CENTERING
The clockspring is designed to wind and unwind
when the steering wheel is rotated, but is only
designed to rotate the same number of turns (about Fig. 17 Clockspring
five complete rotations) as the steering wheel can be 1 - CASE
turned from stop to stop. Centering the clockspring 2 - LOCKING PIN
indexes the clockspring tape to other steering compo- 3 - ROTOR
4 - ROTOR FLAT (2)
nents so that it can operate within its designed 5 - CLOCKSPRING PIGTAIL WIRES (NOT SHOWN)
travel limits. The rotor of a centered clockspring can
be rotated two and one-half turns in either direction NOTE: Before starting this procedure, be certain to
from the centered position, without damaging the turn the steering wheel until the front wheels are in
clockspring tape. the straight-ahead position.
However, if the clockspring is removed for service
or if the steering column is disconnected from the (1) Place the front wheels in the straight-ahead
steering gear, the clockspring tape can change posi- position.
tion relative to the other steering components. The (2) Remove the clockspring from the steering col-
clockspring must then be re-centered following com- umn. (Refer to 8 - ELECTRICAL/RESTRAINTS/
pletion of such service or the clockspring tape may be CLOCKSPRING - REMOVAL).
damaged. Service replacement clocksprings are (3) Rotate the clockspring rotor clockwise to the
shipped pre-centered, with a plastic locking pin end of its travel. Do not apply excessive torque.
installed (Fig. 17). This locking pin should not be (4) From the end of the clockwise travel, rotate the
removed until the clockspring has been installed on rotor about two and one-half turns counterclockwise,
the steering column. If the locking pin is removed until the rotor flats are horizontal. If the clockspring
before the clockspring is installed on a steering col- pigtail wires are not oriented towards the bottom of
umn, the clockspring centering procedure must be the clockspring, rotate the rotor another one-half
performed. turn in the counterclockwise direction. The clock-
spring is now centered.
WARNING: TO AVOID PERSONAL INJURY OR (5) Lock the clockspring rotor to the clockspring
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, case to maintain clockspring centering until it is
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- reinstalled on the steering column.
TEM BEFORE ATTEMPTING ANY STEERING (6) The front wheels should still be in the straight-
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- ahead position. Reinstall the clockspring onto the
MENT PANEL COMPONENT DIAGNOSIS OR SER- steering column. (Refer to 8 - ELECTRICAL/RE-
VICE. DISCONNECT AND ISOLATE THE BATTERY STRAINTS/CLOCKSPRING - INSTALLATION).
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- REMOVAL
CHARGE BEFORE PERFORMING FURTHER DIAG- The clockspring cannot be repaired. It must be
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY replaced if faulty or damaged, or if the driver airbag
TO DISABLE THE SUPPLEMENTAL RESTRAINT has been deployed.
BAG DEPLOYMENT.
NOTE: Before starting this procedure, be certain to

turn the steering wheel until the front wheels are in
the straight-ahead position.
(1) Place the front wheels in the straight ahead

position.
Fig. 18 Steering Column Shrouds Remove/Install
(2) Remove the driver airbag from the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/ 1 - LEFT MULTI-FUNCTION SWITCH
2 - UPPER SHROUD
DRIVER AIRBAG - REMOVAL). 3 - RIGHT MULTI-FUNCTION SWITCH
(3) Disconnect the two upper clockspring pigtail 4 - CLOCKSPRING
wire connectors from the two speed control switches 5 - IGNITION LOCK CYLINDER HOUSING
6 - LOWER SHROUD
or the two trim bezels located within the two spoke 7 - SCREW (2)
cavities of the steering wheel.
(10) Disconnect the two body wire harness connec-
CAUTION: Be certain that the screws that secure tors for the clockspring from the two connector recep-
the steering wheel puller to the steering wheel are tacles below the steering column on the back of the
fully engaged in the steering wheel armature with- clockspring housing (Fig. 19).
out passing through the steering wheel and damag- (11) Using a small screwdriver, gently pry both
ing the clockspring. plastic latches that secure the clockspring away from
the steering column upper housing far enough to pull
(4) Remove the steering wheel from the steering the clockspring away from the upper housing.
column. (Refer to 19 - STEERING/COLUMN/STEER-
ING WHEEL - REMOVAL). NOTE: If the clockspring plastic latches are broken,
(5) Remove the steering column opening cover be certain to remove the broken pieces from the
from the instrument panel. (Refer to 23 - BODY/IN- steering column upper housing.
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL). (12) Remove the clockspring from the steering col-
(6) From below the steering column, remove the umn upper housing. The clockspring cannot be
two screws that secure the lower steering column repaired. It must be replaced if faulty or damaged, or
shroud to the upper shroud (Fig. 18). if the driver airbag has been deployed.
(7) If the vehicle is equipped with the optional tilt (13) If the removed clockspring is to be reused, be
steering column, move the tilt steering column to the certain to secure the clockspring rotor to the clock-
fully lowered position and leave the tilt release lever spring case to maintain clockspring centering until it
in the released (down) position. is reinstalled on the steering column. If clockspring
(8) Using hand pressure, push gently inward on centering is not maintained, the clockspring must be
both sides of the upper shroud near the parting line centered again before it is reinstalled. (Refer to 8 -
between the upper and lower shrouds to release the ELECTRICAL/RESTRAINTS/CLOCKSPRING -
snap features that secure it to the lower shroud. STANDARD PROCEDURE - CLOCKSPRING CEN-
(9) Remove both the upper and lower shrouds from TERING).
the steering column.
NOTE: Before starting this procedure, be certain
that the front wheels are still in the straight-ahead
position.
(1) Be certain that the left multi-function switch

control stalk is in the neutral position, then carefully
slide the centered clockspring down over the steering
column upper shaft until both the upper and lower
clockspring latches engage the steering column upper
housing (Fig. 19).
(2) Reconnect the two body wire harness connec-
tors for the clockspring to the two connector recepta-
cles below the steering column on the back of the
clockspring housing.
(3) Position both the upper and lower shrouds onto
the steering column (Fig. 18). Be certain that the
Fig. 19 Clockspring Remove/Install - Typical locating tabs for the left and right multi-function
1 - CLOCKSPRING
switch control stalk watershields are properly
2 - LATCHES engaged in the openings of both the upper and lower
3 - BODY WIRE HARNESS shrouds.
5 - SWITCH HOUSING (4) Align the snap features on the upper shroud
6 - STEERING COLUMN with the receptacles on the lower shroud and apply
7 - RIGHT MULTI-FUNCTION SWITCH hand pressure to snap them together.
(5) From below the steering column, install and
INSTALLATION tighten the two screws that secure the lower steering
The clockspring cannot be repaired. It must be column shroud to the upper shroud. Tighten the
replaced if faulty or damaged, or if the driver airbag screws to 2 Nm (18 in. lbs.).
has been deployed. (6) If the vehicle is equipped with the optional tilt
If the clockspring is not properly centered in rela- steering column, move the tilt steering column to the
tion to the steering wheel, steering shaft and steer- fully raised position and secure it in place by moving
ing gear, it may be damaged. (Refer to 8 - the tilt release lever back to the locked (up) position.
ELECTRICAL/RESTRAINTS/CLOCKSPRING - (7) Reinstall the steering column opening cover
STANDARD PROCEDURE - CLOCKSPRING CEN- onto the instrument panel. (Refer to 23 - BODY/IN-
TERING). Service replacement clocksprings are STRUMENT PANEL/STEERING COLUMN OPEN-
shipped pre-centered and with a plastic locking pin ING COVER - INSTALLATION).
installed. This locking pin should not be removed (8) If a new clockspring has been installed, remove
until the clockspring has been installed on the steer- the locking pin that is securing the clockspring rotor
ing column. If the locking pin is removed before the to the clockspring case to maintain clockspring cen-
clockspring is installed on a steering column, the tering.
clockspring centering procedure must be performed. (9) Reinstall the steering wheel onto the steering
column. (Refer to 19 - STEERING/COLUMN/STEER-
WARNING: TO AVOID PERSONAL INJURY OR ING WHEEL - INSTALLATION).
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, (10) Reconnect the two upper clockspring pigtail
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- wire connectors to the two speed control switches or
TEM BEFORE ATTEMPTING ANY STEERING the two trim bezels located within the two spoke cav-
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- ities of the steering wheel.
MENT PANEL COMPONENT DIAGNOSIS OR SER- (11) Reinstall the driver airbag onto the steering
VICE. DISCONNECT AND ISOLATE THE BATTERY wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
NEGATIVE (GROUND) CABLE, THEN WAIT TWO DRIVER AIRBAG - INSTALLATION).
BAG DEPLOYMENT.
DRI V ER AI RBAG
DESCRIPTION
Fig. 21 Driver Airbag Trim Cover

Fig. 20 Driver Airbag Trim Cover 1 - UPPER RETAINER
1 - STEERING WHEEL 2 - AIRBAG HOUSING
2 - TRIM COVER 3 - TRIM COVER
4 - NUT (4)
5 - LOWER RETAINER
The color-keyed, injection molded, thermoplastic 6 - INFLATOR
driver airbag protective trim cover is the most visible 7 - STUD (4)
part of the driver airbag (Fig. 20). The driver airbag
is located in the center of the steering wheel, where insulator that is secured by an integral retainer to a
it is secured with two screws to the two horizontal mounting hole located in the upper trim cover
spokes of the four-spoke steering wheel armature. All retainer near the upper left corner on the back of the
models have a Jeep logo embossed in the center of airbag housing, and is connected to the vehicle elec-
the trim cover. Concealed beneath the driver airbag trical system through a dedicated pigtail wire and
trim cover are the horn switch, the folded airbag connector from the clockspring.
cushion, the airbag cushion retainer, the airbag hous- The airbag used in this model is a Next Genera-
ing, the airbag inflator, and the retainers that secure tion-type that complies with revised federal airbag
the inflator to the airbag housing. standards to deploy with less force than those used
The airbag cushion, housing, and inflator unit is in some prior models. A radial deploying fabric cush-
secured within an integral receptacle on the back of ion with internal tethers is used. The airbag inflator
the trim cover (Fig. 21). The driver airbag trim cover is a conventional pyrotechnic-type unit that is
has locking blocks molded into the back side of it secured by four hex nuts to four studs that extend
that engage a lip formed around the perimeter of the through the back of the stamped metal airbag hous-
airbag housing. Two stamped metal retainers then fit ing from the airbag cushion retainer ring. A keyed
over the inflator mounting studs on the back of the connector receptacle on the driver airbag inflator con-
airbag housing and tabs on the retainers are engaged nects the inflator initiator to the vehicle electrical
in slots within the upper and lower trim cover lock- system through a yellow-jacketed, two-wire pigtail
ing blocks, securely locking the cover into place. The harness of the clockspring. The driver airbag cannot
stamped metal retainers are secured to the four air- be repaired, and must be replaced if deployed or in
bag inflator mounting studs with nuts. any way damaged. The driver airbag trim cover and
The resistive membrane-type horn switch is the horn switch are available individually, and may
secured within a plastic tray that is inserted into a be disassembled from the driver airbag for service
pocket or pouch sewn onto the airbag cushion replacement.
retainer strap, between the trim cover and the folded
airbag cushion. The horn switch ground pigtail wire OPERATION
has an eyelet terminal connector that is captured on The driver airbag is deployed by electrical signals
the upper right inflator mounting stud between the generated by the Airbag Control Module (ACM)
inflator and the upper trim cover retainer. The horn through the driver airbag squib circuit to the initia-
switch feed pigtail wire has a white, molded plastic tor in the airbag inflator. When the ACM sends the
DRI V ER AI RBAG (Cont inue d)
proper electrical signal to the initiator the electrical NEGATIVE (GROUND) CABLE, THEN WAIT TWO
energy generates enough heat to initiate a small MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
pyrotechnic charge which, in turn ignites chemical CHARGE BEFORE PERFORMING FURTHER DIAG-
pellets within the inflator. Once ignited, these chem- NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
ical pellets burn rapidly and produce a large quantity TO DISABLE THE SUPPLEMENTAL RESTRAINT
of inert gas. The inflator is sealed to the back of the SYSTEM. FAILURE TO TAKE THE PROPER PRE-
airbag housing and a diffuser in the inflator directs CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
all of the inert gas into the airbag cushion, causing BAG DEPLOYMENT.
the cushion to inflate. As the cushion inflates, the
driver airbag trim cover will split at predetermined WARNING: TO AVOID PERSONAL INJURY OR
breakout lines, then fold back out of the way along DEATH, WHEN REMOVING A DEPLOYED AIRBAG,
with the horn switch unit. Following an airbag RUBBER GLOVES, EYE PROTECTION, AND A
deployment, the airbag cushion quickly deflates by LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
venting the inert gas towards the instrument panel MAY BE DEPOSITS ON THE AIRBAG CUSHION AND
through the porous fabric material used to construct OTHER INTERIOR SURFACES. IN LARGE DOSES,
the back (steering wheel side) panel of the airbag THESE DEPOSITS MAY CAUSE IRRITATION TO THE
cushion. SKIN AND EYES.
Some of the chemicals used to create the inert gas
may be considered hazardous while in their solid (1) Disconnect and isolate the battery negative
state before they are burned, but they are securely cable. Wait two minutes for the system capacitor to
sealed within the airbag inflator. Typically, all poten- discharge before further service.
tially hazardous chemicals are burned during an air- (2) From the underside of the steering wheel,
bag deployment event. The inert gas that is produced remove the two screws that secure the driver airbag
when the chemicals are burned is harmless. How- to the steering wheel armature (Fig. 22).
ever, a small amount of residue from the burned
chemicals may cause some temporary discomfort if it
contacts the skin, eyes, or breathing passages. If skin
or eye irritation is noted, rinse the affected area with
plenty of cool, clean water. If breathing passages are
irritated, move to another area where there is plenty
of clean, fresh air to breath. If the irritation is not
alleviated by these actions, contact a physician.
REMOVAL
The following procedure is for replacement of a
faulty or damaged driver airbag. If the airbag is
faulty or damaged, but not deployed, review the rec-
ommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HAN-
DLING NON-DEPLOYED SUPPLEMENTAL Fig. 22 Driver Airbag Remove/Install
RESTRAINTS). If the driver airbag has been 1 - STEERING WHEEL
deployed, review the recommended procedures for 2 - CLOCKSPRING PIGTAIL WIRE (HORN SWITCH)
service after a supplemental restraint deployment 3 - DRIVER AIRBAG
4 - CLOCKSPRING PIGTAIL WIRE (AIRBAG)
before removing the airbag from the vehicle. (Refer to 5 - SCREW (2)
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
CEDURE - SERVICE AFTER A SUPPLEMENTAL (3) Pull the driver airbag away from the steering
RESTRAINT DEPLOYMENT). wheel far enough to access the two electrical connec-
tions at the back of the airbag housing.
WARNING: TO AVOID PERSONAL INJURY OR (4) Disconnect the clockspring pigtail wire connec-
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, tor for the horn switch from the horn switch feed pig-
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- tail wire connector located on the back of the driver
TEM BEFORE ATTEMPTING ANY STEERING airbag.
CAUTION: Do not pull on the clockspring pigtail WARNING: TO AVOID PERSONAL INJURY OR
wires to disengage the connector from the driver DEATH, USE EXTREME CARE TO PREVENT ANY
airbag inflator connector receptacle. Improper FOREIGN MATERIAL FROM ENTERING THE DRIVER
removal of these pigtail wires and their connector AIRBAG, OR BECOMING ENTRAPPED BETWEEN
insulators can result in damage to the airbag cir- THE DRIVER AIRBAG CUSHION AND THE DRIVER
cuits or connector insulators. AIRBAG TRIM COVER. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN OCCUPANT INJURIES
(5) The clockspring driver airbag pigtail wire con- UPON AIRBAG DEPLOYMENT.
nector is secured by a tight snap fit into the airbag
inflator connector receptacle, which is located on the
back of the driver airbag housing. Firmly grasp and WARNING: TO AVOID PERSONAL INJURY OR
pull or gently pry on the clockspring driver airbag DEATH, THE DRIVER AIRBAG TRIM COVER MUST
pigtail wire connector insulator and pull the insula- NEVER BE PAINTED. REPLACEMENT TRIM COV-
tor straight out from the airbag inflator to disconnect ERS ARE SERVICED IN THE ORIGINAL COLORS.
it from the connector receptacle. PAINT MAY CHANGE THE WAY IN WHICH THE
(6) Remove the driver airbag from the steering MATERIAL OF THE TRIM COVER RESPONDS TO AN
wheel. AIRBAG DEPLOYMENT. FAILURE TO OBSERVE
(7) If the driver airbag has been deployed, the THIS WARNING COULD RESULT IN OCCUPANT
clockspring must be replaced. (Refer to 8 - ELECTRI- INJURIES UPON AIRBAG DEPLOYMENT.
CAL/RESTRAINTS/CLOCKSPRING - REMOVAL).
DISASSEMBLY cable. Wait two minutes for the system capacitor to
discharge before further service.
The following procedures can be used to replace
(2) Remove the driver airbag from the steering
the driver airbag trim cover and/or to access the horn
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
switch unit for service. If the driver airbag is faulty
DRIVER AIRBAG - REMOVAL).
or deployed, the entire driver airbag, trim cover, and
(3) Place the driver airbag on a suitable work sur-
horn switch must be replaced as a unit.
face with the trim cover facing down. If the trim
WARNING: TO AVOID PERSONAL INJURY OR cover will be reused, be certain to take the proper
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, precautions to prevent the trim cover from receiving
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- cosmetic damage during the following procedures.
TEM BEFORE ATTEMPTING ANY STEERING (4) Remove the four nuts that secure the upper
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- and lower trim cover retainers to the studs on the
MENT PANEL COMPONENT DIAGNOSIS OR SER- back of the driver airbag housing (Fig. 23).
BAG DEPLOYMENT.

DEATH, SERVICE OF THIS UNIT SHOULD BE PER-
FORMED ONLY BY DAIMLERCHRYSLER-TRAINED
AND AUTHORIZED DEALER SERVICE TECHNI-
CIANS. FAILURE TO TAKE THE PROPER PRECAU-
TIONS OR TO FOLLOW THE PROPER Fig. 23 Horn Switch Feed Wire Remove/Install
PROCEDURES COULD RESULT IN ACCIDENTAL, 1 - HORN SWITCH GROUND PIGTAIL WIRE
2 - NUT (4)
INCOMPLETE, OR IMPROPER AIRBAG DEPLOY- 3 - HORN SWITCH FEED PIGTAIL WIRE
MENT AND POSSIBLE OCCUPANT INJURIES.
(5) Remove the upper and lower trim cover retain-
ers from the airbag housing studs (Fig. 24).
Fig. 25 Driver Airbag Trim Cover Remove/Install

1 - UPPER RETAINER SLOT (2)
2 - LOCKING BLOCK (4)
Fig. 24 Driver Airbag Trim Cover 3 - LOWER RETAINER SLOT (2)
1 - UPPER RETAINER
2 - AIRBAG HOUSING CHARGE BEFORE PERFORMING FURTHER DIAG-
3 - TRIM COVER
4 - NUT (4) NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
5 - LOWER RETAINER TO DISABLE THE SUPPLEMENTAL RESTRAINT
6 - INFLATOR SYSTEM. FAILURE TO TAKE THE PROPER PRE-
7 - STUD (4)
(6) Disengage the horn switch feed pigtail wire BAG DEPLOYMENT.
connector retainer from the mounting hole in the
upper trim cover retainer.
DEATH, SERVICE OF THIS UNIT SHOULD BE PER-
(7) Remove the horn switch ground pigtail wire
FORMED ONLY BY DAIMLERCHRYSLER-TRAINED
eyelet terminal from the upper right inflator stud on
AND AUTHORIZED DEALER SERVICE TECHNI-
the back of the driver airbag housing.
CIANS. FAILURE TO TAKE THE PROPER PRECAU-
(8) Disengage the four trim cover locking blocks
TIONS OR TO FOLLOW THE PROPER
from the lip around the outside edge of the driver
PROCEDURES COULD RESULT IN ACCIDENTAL,
airbag housing and remove the housing from the
INCOMPLETE, OR IMPROPER AIRBAG DEPLOY-
trim cover receptacle (Fig. 25).
MENT AND POSSIBLE OCCUPANT INJURIES.
ASSEMBLY
The following procedures can be used to replace WARNING: TO AVOID PERSONAL INJURY OR
the driver airbag trim cover and/or to access the horn DEATH, USE EXTREME CARE TO PREVENT ANY
switch unit for service. If the driver airbag is faulty FOREIGN MATERIAL FROM ENTERING THE DRIVER
or deployed, the entire driver airbag, trim cover, and AIRBAG, OR BECOMING ENTRAPPED BETWEEN
horn switch must be replaced as a unit. THE DRIVER AIRBAG CUSHION AND THE DRIVER
AIRBAG TRIM COVER. FAILURE TO OBSERVE THIS
WARNING: TO AVOID PERSONAL INJURY OR WARNING COULD RESULT IN OCCUPANT INJURIES
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, UPON AIRBAG DEPLOYMENT.
DEATH, THE DRIVER AIRBAG TRIM COVER MUST
NEVER BE PAINTED. REPLACEMENT TRIM COV-
ERS ARE SERVICED IN THE ORIGINAL COLORS.
PAINT MAY CHANGE THE WAY IN WHICH THE
MATERIAL OF THE TRIM COVER RESPONDS TO AN
AIRBAG DEPLOYMENT. FAILURE TO OBSERVE
THIS WARNING COULD RESULT IN OCCUPANT
INJURIES UPON AIRBAG DEPLOYMENT.
NOTE: If the horn switch and tray have been

removed from the sewn pouch in the airbag cush-
ion retaining strap, be certain that they are properly
reinstalled with the horn switch feed and ground
pigtail wires properly oriented before assembling
the trim cover onto the airbag housing. (Refer to 8 -
ELECTRICAL/HORN/HORN SWITCH - INSTALLA-
TION).
(1) Place the new driver airbag trim cover on a

suitable work surface with the airbag receptacle fac-
ing up. Be certain to take the proper precautions to
prevent the trim cover from receiving cosmetic dam- Fig. 26 Driver Airbag Trim Cover Locking Blocks
age during the following procedures. Engaged
(2) Carefully position the driver airbag into the 1 - LIP
2 - TRIM COVER
trim cover receptacle. Be certain that the horn switch 3 - HORN SWITCH
feed and ground pigtail wires are not pinched 4 - AIRBAG HOUSING
between the airbag housing and the trim cover lock- 5 - LOCKING BLOCK
ing blocks.
(3) Engage the upper and lower trim cover locking INSTALLATION
blocks with the lip of the driver airbag housing, then The following procedure is for replacement of a
engage the locking blocks on each side of the trim faulty or damaged driver airbag. If the airbag is
cover with the lip of the housing. Be certain that faulty or damaged, but not deployed, review the rec-
each of the locking blocks is fully engaged on the lip ommended procedures for handling non-deployed
of the airbag housing (Fig. 26). supplemental restraints. (Refer to 8 - ELECTRICAL/
(4) Reinstall the horn switch ground pigtail wire RESTRAINTS - STANDARD PROCEDURE - HAN-
eyelet terminal over the upper right inflator stud on DLING NON-DEPLOYED SUPPLEMENTAL
the back of the driver airbag housing. RESTRAINTS). If the driver airbag has been
(5) Reinstall the upper and lower airbag trim cover deployed, review the recommended procedures for
retainers over the inflator studs on the back of the service after a supplemental restraint deployment
driver airbag housing. Be certain that the tabs on before removing the airbag from the vehicle. (Refer to
each retainer are engaged in the slots of the upper 8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
and lower trim cover locking blocks (Fig. 25). CEDURE - SERVICE AFTER A SUPPLEMENTAL
(6) Install and tighten the four nuts that secure RESTRAINT DEPLOYMENT).
the trim cover retainers to the inflator studs on the
back of the driver airbag housing. Tighten the nuts
to 7 Nm (60 in. lbs.).
(7) Engage the horn switch feed pigtail wire con-
nector retainer in the mounting hole in the upper
trim cover retainer.
(8) Reinstall the driver airbag onto the steering
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
DRIVER AIRBAG - INSTALLATION).
WARNING: TO AVOID PERSONAL INJURY OR (5) From the underside of the steering wheel,
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, install and tighten the two screws that secure the
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- driver airbag to the steering wheel armature.
TEM BEFORE ATTEMPTING ANY STEERING Tighten the screws to 10 Nm (90 in. lbs.).
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- (6) Do not reconnect the battery negative cable at
MENT PANEL COMPONENT DIAGNOSIS OR SER- this time. The supplemental restraint system verifi-
VICE. DISCONNECT AND ISOLATE THE BATTERY cation test procedure should be performed following
NEGATIVE (GROUND) CABLE, THEN WAIT TWO service of any supplemental restraint system compo-
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- nent. (Refer to 8 - ELECTRICAL/RESTRAINTS -
CHARGE BEFORE PERFORMING FURTHER DIAG- STANDARD PROCEDURE - VERIFICATION TEST).
SYSTEM. FAILURE TO TAKE THE PROPER PRE- FRON T SEAT BELT &
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- RET RACT OR
BAG DEPLOYMENT.
REMOVAL
DEATH, USE EXTREME CARE TO PREVENT ANY WARNING: TO AVOID PERSONAL INJURY OR
FOREIGN MATERIAL FROM ENTERING THE DRIVER DEATH, DURING AND FOLLOWING ANY SEAT BELT
AIRBAG, OR BECOMING ENTRAPPED BETWEEN OR CHILD RESTRAINT ANCHOR SERVICE, CARE-
THE DRIVER AIRBAG CUSHION AND THE DRIVER FULLY INSPECT ALL SEAT BELTS, BUCKLES,
AIRBAG TRIM COVER. FAILURE TO OBSERVE THIS MOUNTING HARDWARE, RETRACTORS, TETHER
WARNING COULD RESULT IN OCCUPANT INJURIES STRAPS, AND ANCHORS FOR PROPER INSTALLA-
UPON AIRBAG DEPLOYMENT. TION, OPERATION, OR DAMAGE. REPLACE ANY
WARNING: TO AVOID PERSONAL INJURY OR TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY
DEATH, THE DRIVER AIRBAG TRIM COVER MUST BELT THAT HAS A DAMAGED OR INOPERATIVE
NEVER BE PAINTED. REPLACEMENT AIRBAGS BUCKLE OR RETRACTOR. REPLACE ANY BELT
ARE SERVICED WITH TRIM COVERS IN THE ORIG- THAT HAS A BENT OR DAMAGED LATCH PLATE
INAL COLORS. PAINT MAY CHANGE THE WAY IN OR ANCHOR PLATE. REPLACE ANY CHILD
WHICH THE MATERIAL OF THE TRIM COVER RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
RESPONDS TO AN AIRBAG DEPLOYMENT. FAIL- ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
URE TO OBSERVE THIS WARNING COULD RESULT DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
IN OCCUPANT INJURIES UPON AIRBAG DEPLOY- BELT OR CHILD RESTRAINT COMPONENT.
MENT. ALWAYS REPLACE DAMAGED OR FAULTY SEAT
(1) Position the driver airbag close enough to the THE CORRECT, NEW AND UNUSED REPLACEMENT
steering wheel to reconnect the two electrical connec- PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
tions at the back of the airbag housing. PARTS CATALOG.
(2) When installing the driver airbag, reconnect
the clockspring driver airbag pigtail wire connector (1) Move the front seat to its most forward position
to the airbag inflator connector receptacle by press- for easiest access to the lower seat belt anchor screw
ing straight in on the connector (Fig. 22). You can be and retractor and the lower sport bar.
certain that the connector is fully engaged in its (2) Unsnap and lift the trim cover from the front
receptacle by listening carefully for a distinct, audi- seat belt turning loop to access the screw that
ble click as the connector snaps into place. secures the turning loop to the height adjuster near
(3) Reconnect the clockspring horn switch pigtail the top on the upper sport bar (Fig. 27).
wire connector to the horn switch feed pigtail wire (3) Remove the screw that secures the shoulder
connector located on the back of the driver airbag belt turning loop to the adjuster.
housing. (4) Remove the shoulder belt turning loop and the
(4) Carefully position the driver airbag in the support/guide washer from the adjuster.
steering wheel. Be certain that the clockspring pig- (5) Remove the screw that secures the retractor
tail wires and the steering wheel wire harness in the and lower seat belt anchor to the lower sport bar
steering wheel hub area are not pinched between the (Fig. 28).
driver airbag and the steering wheel armature.
FRON T SEAT BELT & RET RACT OR (Cont inue d)
INSTALLATION
Fig. 27 Front Seat Belt Turning Loop RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
1 - ADJUSTER ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
2 - SPORT BAR
3 - TRIM COVER DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
4 - TURNING LOOP BELT OR CHILD RESTRAINT COMPONENT.
PARTS CATALOG.
(1) Position the front seat belt and retractor and

the lower seat belt anchor to the lower sport bar (Fig.
28). Be certain to engage the locator tab on the
retractor in the locator hole on the sport bar.
front seat belt retractor and lower seat belt anchor to
the lower sport bar. Tighten the screw to 43 Nm (32
ft. lbs.).
(3) Position the support/guide washer and the
front seat belt turning loop onto the height adjuster
on the upper sport bar (Fig. 27).
Fig. 28 Front Seat Belt and Retractor - Typical (4) Install and tighten the screw that secures the
1 - SPORT BAR front seat belt turning loop to the height adjuster.
2 - RETRACTOR Tighten the screw to 43 Nm (32 ft. lbs.).
(5) Fold and snap the trim cover back into place
(6) Remove the front seat belt and retractor from over the screw that secures the front seat belt turn-
the lower sport bar. ing loop to the adjuster.
FRON T SEAT BELT BU CK LE

REMOVAL
The seat belt buckle on the drivers side front seat
for all models also includes a seat belt switch. (Refer
to 8 - ELECTRICAL/RESTRAINTS/SEAT BELT
SWITCH - DESCRIPTION).

RESTRAINT ANCHOR OR THE UNIT TO WHICH THE Fig. 29 Seat Belt Switch
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR 1 - WIRE HARNESS CONNECTOR
2 - DRIVER SEAT RISER
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT 4 - FLOOR PANEL
PARTS CATALOG.
(1) On the driver side only, disconnect the seat belt

switch pigtail wire connector from the body wire har-
ness connector for the seat belt switch (Fig. 29).
(2) Remove the screw that secures the seat belt
buckle lower anchor to the bracket on the rear of the
upper inner front seat track (Fig. 30).
(3) Remove the front seat belt buckle from the
front seat track bracket.
INSTALLATION
The seat belt buckle on the drivers side front seat
for all models also includes a seat belt switch. The
seat belt buckle on the drivers side front seat for all
models also includes a seat belt switch. (Refer to 8 -
ELECTRICAL/RESTRAINTS/SEAT BELT SWITCH -
DESCRIPTION).
Fig. 30 Seat Belt Buckle
1 - SEAT CUSHION
2 - SEAT BACK
3 - TRIM ATTACHMENT WIRES
4 - SEAT TRACK
5 - SEAT RISER
6 - SEATBELT BUCKLE
FRON T SEAT BELT BU CK LE (Cont inue d)
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT Fig. 31 Passenger Airbag Door
BELT OR CHILD RESTRAINT COMPONENT. 1 - PASSENGER AIRBAG DOOR
ALWAYS REPLACE DAMAGED OR FAULTY SEAT 2 - GRAB HANDLE
BELT AND CHILD RESTRAINT COMPONENTS WITH 3 - GLOVE BOX DOOR
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR and a lower rear bracket that are secured by nuts to
PARTS CATALOG. three weld studs on the instrument panel structural
support, one stud at the top and two at the bottom.
(1) Position the front seat belt buckle lower anchor Two nuts secure a front lower bracket on the passen-
to the bracket on the rear of the upper inner front ger airbag housing to two weld studs on the dash
seat track. panel above the heater and air conditioner housing.
(2) Install and tighten the screw that secures the The front lower bracket mounts are accessed through
front seat belt buckle lower anchor to the front seat the instrument panel glove box opening.
track bracket (Fig. 30). Tighten the screw to 43 Nm The passenger airbag unit used in this model is a
(32 ft. lbs.). Next Generation-type that complies with revised fed-
(3) On the driver side only, reconnect the seat belt eral airbag standards to deploy with less force than
switch pigtail wire connector to the body wire har- those used in some prior models. The passenger air-
ness connector for the seat belt switch (Fig. 29). bag unit consists of a stamped and welded metal
housing or retainer, the airbag cushion, and the air-
bag inflator. The airbag housing contains the airbag
PASSEN GER AI RBAG inflator and the folded airbag cushion. A rectangular
fabric cushion is used. The airbag inflator is a
DESCRIPTION hybrid-type unit that is secured to and sealed within
The rearward facing surface of the injection the stamped metal airbag housing beneath the folded
molded, thermoplastic passenger airbag door is the airbag cushion. The inflator initiator is connected to
most visible part of the passenger airbag (Fig. 31). the vehicle electrical system through a yellow connec-
The passenger airbag door is located above the glove tor on the end of a short, two-wire pigtail harness
box opening on the instrument panel in front of the and a take out of the body wire harness.
front seat passenger seating position. The passenger The passenger airbag and the passenger airbag
airbag door also serves as a trim cover and has two door are available as separate service items. The pas-
flanges and a stamped metal bracket that secure it to senger airbag cannot be repaired, and must be
the instrument panel structural support. The upper replaced if deployed, faulty, or in any way damaged.
flange is secured with screws to the top of the instru- The passenger airbag door will be damaged and must
ment panel structural support and the lower flange be replaced following an airbag deployment.
to the upper glove box opening reinforcement. A
stamped metal passenger airbag door hinge bracket OPERATION
is secured to the back of the instrument panel struc- The passenger airbag is deployed by an electrical
tural support with two screws. signal generated by the Airbag Control Module
Located behind the passenger airbag door within (ACM) through the passenger airbag squib circuits to
the instrument panel is the passenger airbag unit. the initiator in the airbag inflator. The hybrid-type
The passenger airbag unit has an upper rear bracket inflator assembly includes a small canister of highly
PASSEN GER AI RBAG (Cont inue d)
compressed inert gas. When the ACM sends the OTHER INTERIOR SURFACES. IN LARGE DOSES,
proper electrical signal to the airbag inflator, the THESE DEPOSITS MAY CAUSE IRRITATION TO THE
electrical energy generates enough heat to ignite SKIN AND EYES.
chemical pellets within the inflator. Once ignited, (1) Disconnect and isolate the battery negative
these chemical pellets burn rapidly and produce the cable. Wait two minutes for the system capacitor to
pressure necessary to rupture a burst disk in the discharge before further service.
inert gas canister. (2) Remove the instrument panel from the passen-
The inflator is sealed to the airbag cushion so that ger compartment of the vehicle. (Refer to 23 - BODY/
all of the released inert gas is directed into the air- INSTRUMENT PANEL - REMOVAL).
bag cushion, causing the cushion to inflate. As the (3) Place the instrument panel on a suitable work
cushion inflates, the passenger airbag door will split surface. Be certain to take the proper precautions to
at predetermined tear seam lines integral to the door, protect the instrument panel from any possible cos-
then the door will fold up over the top of the instru- metic damage.
ment panel and out of the way. Following a passen- (4) Remove the three nuts that secure the passen-
ger airbag deployment, the airbag cushion quickly ger airbag to the weld studs on the instrument panel
deflates by venting the inert gas through the porous structural support (Fig. 32).
fabric material used to construct each end panel of
the airbag cushion.
REMOVAL
faulty or damaged passenger airbag. If the airbag is
DLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). If the passenger airbag has been Fig. 32 Passenger Airbag Remove/Install
deployed, review the recommended procedures for 1 - STRUCTURAL SUPPORT
2 - NUT (3)
service after a supplemental restraint deployment 3 - PASSENGER AIRBAG
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO- (5) Remove the passenger airbag from the instru-
CEDURE - SERVICE AFTER A SUPPLEMENTAL ment panel structural support.
RESTRAINT DEPLOYMENT).
INSTALLATION
faulty or damaged passenger airbag. If the airbag is
DLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). If the passenger airbag has been
deployed, review the recommended procedures for
service after a supplemental restraint deployment
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
CEDURE - SERVICE AFTER A SUPPLEMENTAL
RESTRAINT DEPLOYMENT).
BAG DEPLOYMENT.

DEATH, WHEN REMOVING A DEPLOYED AIRBAG,
RUBBER GLOVES, EYE PROTECTION, AND A
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
MAY BE DEPOSITS ON THE AIRBAG UNIT AND
PASSEN GER AI RBAG (Cont inue d)
WARNING: TO AVOID PERSONAL INJURY OR installing the instrument panel, be certain the pas-
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, senger airbag pigtail wire connector is fully engaged
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- and latched.
TEM BEFORE ATTEMPTING ANY STEERING (4) Do not reconnect the battery negative cable at
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- this time. The supplemental restraint system verifi-
MENT PANEL COMPONENT DIAGNOSIS OR SER- cation test procedure should be performed following
VICE. DISCONNECT AND ISOLATE THE BATTERY service of any supplemental restraint system compo-
NEGATIVE (GROUND) CABLE, THEN WAIT TWO nent. (Refer to 8 - ELECTRICAL/RESTRAINTS -
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- STANDARD PROCEDURE - VERIFICATION TEST).
TO DISABLE THE SUPPLEMENTAL RESTRAINT PASSEN GER AI RBAG DOOR
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- REMOVAL
BAG DEPLOYMENT.
WARNING: TO AVOID PERSONAL INJURY OR DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
DEATH, WHEN REMOVING A DEPLOYED AIRBAG, TEM BEFORE ATTEMPTING ANY STEERING
RUBBER GLOVES, EYE PROTECTION, AND A WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE MENT PANEL COMPONENT DIAGNOSIS OR SER-
MAY BE DEPOSITS ON THE AIRBAG UNIT AND VICE. DISCONNECT AND ISOLATE THE BATTERY
OTHER INTERIOR SURFACES. IN LARGE DOSES, NEGATIVE (GROUND) CABLE, THEN WAIT TWO
THESE DEPOSITS MAY CAUSE IRRITATION TO THE MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
SKIN AND EYES. CHARGE BEFORE PERFORMING FURTHER DIAG-
DEATH, USE EXTREME CARE TO PREVENT ANY
FOREIGN MATERIAL FROM ENTERING THE PASSEN-
BAG DEPLOYMENT.
GER AIRBAG, OR BECOMING ENTRAPPED
BETWEEN THE PASSENGER AIRBAG CUSHION AND (1) Disconnect and isolate the battery negative
THE PASSENGER AIRBAG DOOR. FAILURE TO cable. Wait two minutes for the system capacitor to
OBSERVE THIS WARNING COULD RESULT IN OCCU- discharge before further service.
PANT INJURIES UPON AIRBAG DEPLOYMENT. (2) Remove the passenger airbag from the instru-
ment panel. (Refer to 8 - ELECTRICAL/RE-
WARNING: TO AVOID PERSONAL INJURY OR STRAINTS/PASSENGER AIRBAG - REMOVAL).
DEATH, THE PASSENGER AIRBAG DOOR MUST (3) Remove the five screws that secure the upper
NEVER BE PAINTED. REPLACEMENT AIRBAG flange of the passenger airbag door to the top of the
DOORS ARE SERVICED IN THE ORIGINAL COL- instrument panel structural support (Fig. 33).
ORS. PAINT MAY CHANGE THE WAY IN WHICH THE (4) Remove the grab handle bezel from the instru-
MATERIAL OF THE AIRBAG DOOR RESPONDS TO ment panel. (Refer to 23 - BODY/INSTRUMENT
AN AIRBAG DEPLOYMENT. FAILURE TO OBSERVE PANEL/GRAB HANDLE BEZEL - REMOVAL).
THIS WARNING COULD RESULT IN OCCUPANT (5) Remove the five screws that secure the lower
INJURIES UPON AIRBAG DEPLOYMENT. flange of the passenger airbag door to the upper
glove box opening reinforcement.
(1) Carefully position the passenger airbag onto (6) Remove the two screws that secure the ends of
the weld studs on the instrument panel structural the passenger airbag door bracket to the instrument
support (Fig. 32). panel structural support (Fig. 34).
(2) Install and tighten the three nuts that secure (7) Remove and discard the two passenger airbag
the passenger airbag upper and lower rear mounting door bracket J-nuts from the instrument panel struc-
brackets to the weld studs on the instrument panel tural support. These J-nuts must be replaced with
structural support. Tighten the nuts to 12 Nm (105 new parts whenever the passenger airbag door
in. lbs.). bracket screws are removed.
(3) Reinstall the instrument panel into the passen- (8) Remove the passenger airbag door from the
ger compartment of the vehicle. (Refer to 23 - BODY/ instrument panel.
INSTRUMENT PANEL - INSTALLATION). When
PASSEN GER AI RBAG DOOR (Cont inue d)
DEATH, USE EXTREME CARE TO PREVENT ANY
FOREIGN MATERIAL FROM ENTERING THE PAS-
SENGER AIRBAG, OR BECOMING ENTRAPPED
BETWEEN THE PASSENGER AIRBAG CUSHION
AND THE PASSENGER AIRBAG DOOR. FAILURE TO
OBSERVE THIS WARNING COULD RESULT IN
OCCUPANT INJURIES UPON AIRBAG DEPLOY-
MENT.

DEATH, THE PASSENGER AIRBAG DOOR MUST
NEVER BE PAINTED. REPLACEMENT AIRBAG
DOORS ARE SERVICED IN THE ORIGINAL COL-
Fig. 33 Passenger Airbag Door Upper Flange
ORS. PAINT MAY CHANGE THE WAY IN WHICH THE
Remove/Install
MATERIAL OF THE AIRBAG DOOR RESPONDS TO
1 - SCREW (5) AN AIRBAG DEPLOYMENT. FAILURE TO OBSERVE
2 - PASSENGER AIRBAG DOOR
THIS WARNING COULD RESULT IN OCCUPANT
INJURIES UPON AIRBAG DEPLOYMENT.
(1) Install two new passenger airbag door bracket

J-nuts onto the instrument panel structural support
(Fig. 34). These J-nuts must be replaced with new
parts whenever the passenger airbag door bracket
screws are removed.
(2) Position the passenger airbag door onto the
instrument panel and align the mounting holes in
each end of the airbag door bracket with the J-nuts
on the instrument panel structural support.
(3) Install and tighten the two screws that secure
the passenger airbag door bracket to the instrument
panel structural support. Tighten the screws to 12
Fig. 34 Passenger Airbag Door Remove/Install Nm (105 in. lbs.).
1 - J-NUT (2) (4) Install and tighten the five screws that secure
2 - PASSENGER AIRBAG DOOR the lower flange of the passenger airbag door to the
3 - STRUCTURAL SUPPORT upper glove box opening reinforcement. Tighten the
4 - SCREW (2)
(5) Reinstall the grab handle bezel onto the instru-
INSTALLATION
ment panel. (Refer to 23 - BODY/INSTRUMENT
WARNING: TO AVOID PERSONAL INJURY OR PANEL/GRAB HANDLE BEZEL - INSTALLATION).
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, (6) Install and tighten the five screws that secure
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- the upper flange of the passenger airbag door to the
TEM BEFORE ATTEMPTING ANY STEERING top of the instrument panel structural support (Fig.
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- 33). Tighten the screws to 2 Nm (20 in. lbs.).
MENT PANEL COMPONENT DIAGNOSIS OR SER- (7) Reinstall the passenger airbag onto the instru-
VICE. DISCONNECT AND ISOLATE THE BATTERY ment panel. (Refer to 8 - ELECTRICAL/RE-
NEGATIVE (GROUND) CABLE, THEN WAIT TWO STRAINTS/PASSENGER AIRBAG -
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- INSTALLATION).
BAG DEPLOYMENT.
PASSEN GER AI RBAG ON /OFF The passenger airbag on/off switch housing is con-
structed of molded plastic and has three integral
SWI T CH mounting tabs (Fig. 36). These mounting tabs are
used to secure the switch to the back of the molded
DESCRIPTION plastic accessory switch bezel with three small
screws. The accessory switch bezel is secured to the
instrument panel with four screws. A molded plastic
connector receptacle on the back of the switch hous-
ing connects the switch to the vehicle electrical sys-
tem through a dedicated take out of the body wire
harness. The molded plastic harness connector insu-
lator is keyed and latched to ensure proper and
secure switch electrical connections. The passenger
airbag on/off switch cannot be adjusted or repaired
and, if faulty or damaged, the switch must be
replaced.

1 - ACCESSORY SWITCH BEZEL
2 - REAR WINDOW DEFOGGER SWITCH (HARDTOP ONLY)
3 - REAR WIPER/WASHER SWITCH (HARDTOP ONLY)
4 - OVERDRIVE-OFF SWITCH (AUTOMATIC TRANSMISSION
ONLY)
5 - AXLE LOCK SWITCH (OFF ROAD PACKAGE ONLY)
6 - PASSENGER AIRBAG ON/OFF SWITCH (WITHOUT REAR
SEAT ONLY)
7 - ACCESSORY POWER OUTLET
8 - CIGAR LIGHTER
The passenger airbag on/off switch is standard

equipment on all versions of this model that are
equipped with the dual front airbag system, but are Fig. 36 Passenger Airbag On/Off Switch
not equipped with a rear seat (Fig. 35). This switch 1 - HOUSING
2 - CONNECTOR RECEPTACLE
is a two-position, resistor multiplexed switch with a 3 - MOUNTING TAB (3)
single integral red Light-Emitting Diode (LED), and 4 - OFF INDICATOR
a non-coded key cylinder-type actuator. The switch is 5 - KEY CYLINDER ACTUATOR
located on the passenger side end of the accessory
switch bezel near the bottom of the instrument clus- OPERATION
ter center bezel to make the Off indicator visible to The passenger airbag on/off switch allows the cus-
the front passenger seat occupant. When the switch tomer to turn the passenger airbag function On or
is in its installed position, the only component visible Off to accommodate certain uses of the right front
through the dedicated opening of the accessory seating position where airbag protection may not be
switch bezel is the key cylinder actuator. A small, desired. See the owners manual in the vehicle glove
tethered, molded plastic cap fits into the key cylinder box for specific recommendations on when to enable
actuator hole when the switch is not being used. The or disable the passenger airbag. The Off indicator of
switch nomenclature and the Off indicator lens are the switch will be illuminated whenever the switch is
integral to the accessory switch bezel. The text of the turned to the Off position and the ignition switch is
9Off9 indicator is illuminated in amber when the Off in the On position.
position is selected with the ignition switch in the On The ignition key is the only key or object that
position, while the On position of the switch is desig- should ever be inserted into the key cylinder actuator
nated by text imprinted upon the accessory switch of the switch. The on/off switch requires only a par-
bezel, but is not illuminated. The remainder of the tial key insertion to fully depress a spring-loaded
switch is concealed behind the accessory switch bezel. locking plunger. The spring-loaded locking plunger
prevents the user from leaving the key in the switch.
The key will be automatically ejected when force is
PASSEN GER AI RBAG ON /OFF SWI T CH (Cont inue d)
not applied. To actuate the passenger airbag on/off (2) Remove the passenger airbag on/off switch and
switch, insert the ignition key into the switch key accessory switch bezel from the instrument panel as
actuator far enough to fully depress the plunger, then a unit. (Refer to 23 - BODY/INSTRUMENT PANEL/
rotate the actuator to the desired switch position. ACCESSORY SWITCH BEZEL - REMOVAL).
When the switch key actuator is rotated to its clock- (3) From the back of the accessory switch bezel,
wise stop (the key actuator slot will be aligned with remove the three screws that secure the passenger
the Off indicator), the Off indicator is illuminated airbag on/off switch to the back of the bezel (Fig. 37).
and the passenger airbag is disabled. When the
switch is rotated to its counterclockwise stop (the key
actuator slot will be in a vertical position), the Off
indicator will be extinguished and the passenger air-
bag is enabled.
The passenger airbag on/off switch connects one of
two internal resistors in series between the passen-
ger airbag mux switch sense and passenger airbag
mux switch return circuits of the Airbag Control
Module (ACM). The ACM continually monitors the
resistance in these circuits to determine the switch
position that has been selected. When the switch is
in the Off position, the ACM provides a ground input
to the switch through the passenger airbag indicator
driver circuit, which energizes the Light-Emitting
Diode (LED) that illuminates the Off indicator of the
switch.
Fig. 37 Passenger Airbag On/Off Switch Remove/
The ACM will also illuminate the Off indicator of
Install
the switch for about seven seconds each time the
ignition switch is turned to the On position as a bulb 1 - PASSENGER AIRBAG ON/OFF SWITCH
2 - SCREW DRIVER
test. The ACM will store a Diagnostic Trouble Code 3 - ACCESSORY SWITCH BEZEL
(DTC) for any fault it detects in the passenger airbag 4 - SCREW (3)
on/off switch or Off indicator circuits, and will illumi-
nate the airbag indicator in the instrument cluster if (4) Remove the passenger airbag on/off switch
a fault is detected. For proper diagnosis of the pas- from the accessory switch bezel.
senger airbag on/off switch or the ACM, a DRBIIIt
scan tool is required. Refer to the appropriate diag- INSTALLATION
nostic information.
REMOVAL DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
WARNING: TO AVOID PERSONAL INJURY OR TEM BEFORE ATTEMPTING ANY STEERING
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- MENT PANEL COMPONENT DIAGNOSIS OR SER-
TEM BEFORE ATTEMPTING ANY STEERING VICE. DISCONNECT AND ISOLATE THE BATTERY
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MENT PANEL COMPONENT DIAGNOSIS OR SER- MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
VICE. DISCONNECT AND ISOLATE THE BATTERY CHARGE BEFORE PERFORMING FURTHER DIAG-
NEGATIVE (GROUND) CABLE, THEN WAIT TWO NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- TO DISABLE THE SUPPLEMENTAL RESTRAINT
CHARGE BEFORE PERFORMING FURTHER DIAG- SYSTEM. FAILURE TO TAKE THE PROPER PRE-
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
TO DISABLE THE SUPPLEMENTAL RESTRAINT BAG DEPLOYMENT.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (1) Position the passenger airbag on/off switch to
BAG DEPLOYMENT. the back of the accessory switch bezel (Fig. 37).
(2) Install and tighten the three screws that secure
(1) Disconnect and isolate the battery negative the passenger airbag on/off switch to the back of the
cable. Wait two minutes for the system capacitor to accessory switch bezel. Tighten the screws to 2 Nm
discharge before further service. (20 in. lbs.).
PASSEN GER AI RBAG ON /OFF SWI T CH (Cont inue d)
(3) Reinstall the passenger airbag on/off switch
and accessory switch bezel unit to the instrument
ACCESSORY SWITCH BEZEL - INSTALLATION).
(4) Do not reconnect the battery negative cable at
this time. The supplemental restraint system verifi-
cation test procedure should be performed following
service of any supplemental restraint system compo-
nent. (Refer to 8 - ELECTRICAL/RESTRAINTS -
STANDARD PROCEDURE - VERIFICATION TEST).
REAR SEAT BELT &

RET RACT OR
REMOVAL
STRAPS, AND ANCHORS FOR PROPER INSTALLA- Fig. 38 Rear Seat Shoulder Belt & Retractor
TION, OPERATION, OR DAMAGE. REPLACE ANY Remove/Install
BELT THAT IS CUT, FRAYED, OR TORN. 1 - TURNING LOOP
2 - SPACER
STRAIGHTEN ANY BELT THAT IS TWISTED. 3 - BELT & RETRACTOR
TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY 4 - SPORT BAR
BELT THAT HAS A DAMAGED OR INOPERATIVE 5 - WASHER
6 - SPACER
PARTS CATALOG.
(1) Slide both rear seat belt buckle units between

the seat cushion and seat back into the cargo area.
(2) Lift the rear seat back release lever and fold
the rear seat back forward, then tumble the folded
rear seat cushion and back unit forward against the
backs of the two front bucket seats. Fig. 39 Turning Loop
(3) Remove the screw that secures the lower sear 1 - SPORT BAR
belt anchor to the inner rear wheel house panel 2 - TURNING LOOP COVER
(Fig. 38). 3 - TURNING LOOP
4 - REAR SEAT BELT
(4) Remove the rear seat belt lower anchor from 5 - SCREW
the inner rear wheel house panel.
(5) Unsnap and lift the trim cover from the rear (6) Remove the screw that secures the seat belt
seat belt turning loop to access the screw that turning loop to the upper sport bar.
secures the turning loop to the upper sport bar (7) Remove the seat belt turning loop from the
(Fig. 39). upper sport bar.
REAR SEAT BELT & RET RACT OR (Cont inue d)
(8) Remove the screw that secures the rear seat (9) Slide both rear seat belt buckle units between
belt retractor to the lower sport bar near the top of the seat cushion and the seat back.
the inner rear wheel house panel. (10) Unfold the rear seat back from the seat cush-
(9) Remove the rear seat belt and retractor from ion until the seat back latch is fully engaged.
the lower sport bar.
INSTALLATION REAR SEAT BELT BU CK LE

WARNING: TO AVOID PERSONAL INJURY OR REMOVAL
OR CHILD RESTRAINT ANCHOR SERVICE, CARE- WARNING: TO AVOID PERSONAL INJURY OR
FULLY INSPECT ALL SEAT BELTS, BUCKLES, DEATH, DURING AND FOLLOWING ANY SEAT BELT
MOUNTING HARDWARE, RETRACTORS, TETHER OR CHILD RESTRAINT ANCHOR SERVICE, CARE-
STRAPS, AND ANCHORS FOR PROPER INSTALLA- FULLY INSPECT ALL SEAT BELTS, BUCKLES,
TION, OPERATION, OR DAMAGE. REPLACE ANY MOUNTING HARDWARE, RETRACTORS, TETHER
BELT THAT IS CUT, FRAYED, OR TORN. STRAPS, AND ANCHORS FOR PROPER INSTALLA-
STRAIGHTEN ANY BELT THAT IS TWISTED. TION, OPERATION, OR DAMAGE. REPLACE ANY
TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY BELT THAT IS CUT, FRAYED, OR TORN.
BELT THAT HAS A DAMAGED OR INOPERATIVE STRAIGHTEN ANY BELT THAT IS TWISTED.
BUCKLE OR RETRACTOR. REPLACE ANY BELT TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY
THAT HAS A BENT OR DAMAGED LATCH PLATE BELT THAT HAS A DAMAGED OR INOPERATIVE
OR ANCHOR PLATE. REPLACE ANY CHILD BUCKLE OR RETRACTOR. REPLACE ANY BELT
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE THAT HAS A BENT OR DAMAGED LATCH PLATE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR OR ANCHOR PLATE. REPLACE ANY CHILD
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
BELT OR CHILD RESTRAINT COMPONENT. ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
ALWAYS REPLACE DAMAGED OR FAULTY SEAT DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH BELT OR CHILD RESTRAINT COMPONENT.
THE CORRECT, NEW AND UNUSED REPLACEMENT ALWAYS REPLACE DAMAGED OR FAULTY SEAT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR BELT AND CHILD RESTRAINT COMPONENTS WITH
PARTS CATALOG. THE CORRECT, NEW AND UNUSED REPLACEMENT
(1) Position the rear seat belt and retractor to the PARTS CATALOG.
lower sport bar near the top of the inner rear wheel
house panel (Fig. 38). Be certain to engage the loca- (1) Slide both rear seat belt buckle units between
tor tab on the retractor in the locator hole on the the seat cushion and seat back into the rear cargo
sport bar. area.
(2) Install and tighten the screw that secures the (2) Lift the rear seat back release lever and fold
rear seat belt retractor to the lower sport bar. the rear seat back forward, then tumble the folded
Tighten the screw to 43 Nm (32 ft. lbs.). rear seat cushion and back unit forward against the
(3) Position the rear seat belt turning loop to the backs of the two front bucket seats.
upper sport bar (Fig. 39). (3) Lift the rear cargo area carpet between the two
(4) Install and tighten the screw that secures the rear seat belt buckle units far enough to access and
rear seat belt turning loop to the upper sport bar. remove the screw that secures the anchor of the rear
Tighten the screw to 43 Nm (32 ft. lbs.). seat belt buckle units to the rear cargo floor panel
(5) Fold and snap the trim cover for the rear seat through one of the clearance slots in the carpet (Fig.
belt turning loop back into place over the screw that 40).
secures the turning loop to the upper sport bar. (4) Remove the rear seat belt buckle unit from the
(6) Position the rear seat belt lower anchor to the rear floor panel through one of the clearance slots in
inner rear wheel house panel. the rear cargo area carpet.
rear seat belt lower anchor to the inner rear wheel
house panel. Tighten the screw to 43 Nm (32 ft.
lbs.).
(8) Tumble the folded rear seat cushion and back
unit rearward onto the rear floor panel.
REAR SEAT BELT BU CK LE (Cont inue d)
(4) Slide both rear seat belt buckle units between
the seat cushion and the seat back.
(5) Unfold the rear seat back from the seat cush-
ion until the seat back latch is fully engaged.
SEAT BELT SWI T CH

DESCRIPTION
Fig. 40 Rear Seat Belt Buckles Remove/Install

1 - REAR SEAT BELT BUCKLE UNIT
INSTALLATION
BELT THAT HAS A DAMAGED OR INOPERATIVE Fig. 41 Seat Belt Switch
THAT HAS A BENT OR DAMAGED LATCH PLATE 2 - DRIVER SEAT RISER
OR ANCHOR PLATE. REPLACE ANY CHILD 4 - FLOOR PANEL
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR The seat belt switch is a small, normally closed,
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT single pole, single throw, leaf contact, momentary
BELT OR CHILD RESTRAINT COMPONENT. switch. Only one seat belt switch is installed in the
ALWAYS REPLACE DAMAGED OR FAULTY SEAT vehicle, and it is integral to the buckle of the driver
BELT AND CHILD RESTRAINT COMPONENTS WITH side front seat belt buckle-half, located on the
THE CORRECT, NEW AND UNUSED REPLACEMENT inboard side of the driver side front seat track (Fig.
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR 41). The seat belt switch is connected to the vehicle
PARTS CATALOG. electrical system through a two-wire pigtail wire and
connector on the seat belt buckle-half, which is con-
(1) Lift the rear cargo area carpet far enough to nected to a wire harness connector and take out of
position the rear seat belt buckle unit onto the rear the body wire harness routed along the left side of
cargo floor panel through one of the clearance slots in the body sill in the passenger compartment.
the carpet. The seat belt switch cannot be adjusted or repaired
(2) Working through one of the clearance slots in and, if faulty or damaged, the entire driver side front
the rear cargo area carpet, install and tighten the seat belt buckle-half unit must be replaced.
screw that secures the anchor of the rear seat belt
buckle unit to the rear cargo floor panel (Fig. 40). OPERATION
Tighten the screw to 43 Nm (32 ft. lbs.). The seat belt switch is designed to control a path
(3) Tumble the folded rear seat cushion and back to ground for the seat belt switch sense input of the
unit rearward onto the rear cargo floor panel. ElectroMechanical Instrument Cluster (EMIC). When
SEAT BELT SWI T CH (Cont inue d)
the driver side front seat belt tip-half is inserted into seat belt switch and a good ground. There should be
the seat belt buckle, the switch opens the path to continuity. If OK, go to Step 3. If not OK, repair the
ground; and, when the driver side front seat belt tip- open ground circuit to ground (G302) as required.
half is removed from the seat belt buckle, the switch (3) Remove the instrument cluster from the instru-
closes the ground path. The switch is actuated by the ment panel. Check for continuity between the seat
latch mechanism within the seat belt buckle. belt switch sense circuit cavity of the body wire har-
The seat belt switch is connected in series between ness connector for the seat belt switch and a good
ground and the seat belt switch sense input of the ground. There should be no continuity. If OK, go to
instrument cluster. The seat belt switch receives Step 4. If not OK, repair the shorted seat belt switch
ground at all times through its pigtail wire connec- sense circuit between the seat belt switch and the
tion to the body wire harness from another take out instrument cluster as required.
of the body wire harness. An eyelet terminal connec- (4) Check for continuity between the seat belt
tor on that ground take out is secured beneath a switch sense circuit cavities of the body wire harness
ground screw on the left cowl side inner panel, connector for the seat belt switch and the instrument
beneath the instrument panel. The seat belt switch panel wire harness connector (Connector C2) for the
may de diagnosed using conventional diagnostic tools instrument cluster. There should be continuity. If
and methods. OK, test and replace the faulty instrument cluster as
required. (Refer to 8 - ELECTRICAL/INSTRUMENT
DIAGNOSIS AND TESTING - SEAT BELT CLUSTER - DIAGNOSIS AND TESTING). If not OK,
SWITCH repair the open seat belt switch sense circuit between
Refer to the appropriate wiring information. The the seat belt switch and the instrument cluster as
wiring information includes wiring diagrams, proper required.
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
SEAT BELT T U RN I N G LOOP
harness connectors, splices and grounds. ADJ U ST ER
WARNING: TO AVOID PERSONAL INJURY OR REMOVAL
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- WARNING: TO AVOID PERSONAL INJURY OR
TEM BEFORE ATTEMPTING ANY STEERING DEATH, DURING AND FOLLOWING ANY SEAT BELT
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- OR CHILD RESTRAINT ANCHOR SERVICE, CARE-
MENT PANEL COMPONENT DIAGNOSIS OR SER- FULLY INSPECT ALL SEAT BELTS, BUCKLES,
VICE. DISCONNECT AND ISOLATE THE BATTERY MOUNTING HARDWARE, RETRACTORS, TETHER
NEGATIVE (GROUND) CABLE, THEN WAIT TWO STRAPS, AND ANCHORS FOR PROPER INSTALLA-
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- TION, OPERATION, OR DAMAGE. REPLACE ANY
CHARGE BEFORE PERFORMING FURTHER DIAG- BELT THAT IS CUT, FRAYED, OR TORN.
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY STRAIGHTEN ANY BELT THAT IS TWISTED.
TO DISABLE THE SUPPLEMENTAL RESTRAINT TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY
SYSTEM. FAILURE TO TAKE THE PROPER PRE- BELT THAT HAS A DAMAGED OR INOPERATIVE
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- BUCKLE OR RETRACTOR. REPLACE ANY BELT
BAG DEPLOYMENT. THAT HAS A BENT OR DAMAGED LATCH PLATE
(1) Disconnect and isolate the battery negative RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
cable. Disconnect the seat belt switch pigtail wire ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
connector from the body wire harness connector for DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
the seat belt switch on the floor near the driver side BELT OR CHILD RESTRAINT COMPONENT.
front seat belt buckle-half anchor. Check for continu- ALWAYS REPLACE DAMAGED OR FAULTY SEAT
ity between the seat belt switch sense circuit and the BELT AND CHILD RESTRAINT COMPONENTS WITH
ground circuit cavities of the seat belt switch pigtail THE CORRECT, NEW AND UNUSED REPLACEMENT
wire connector. There should be continuity with the PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
seat belt unbuckled, and no continuity with the seat PARTS CATALOG.
belt buckled. If OK, go to Step 2. If not OK, replace
the faulty front seat belt buckle-half assembly. (1) Unsnap and lift the trim cover from the front
(2) Check for continuity between the ground cir- seat belt turning loop to access the screw that
cuit cavity in the body wire harness connector for the
SEAT BELT T U RN I N G LOOP ADJ U ST ER (Cont inue d)
secures the turning loop to the height adjuster on the MOUNTING HARDWARE, RETRACTORS, TETHER
upper sport bar (Fig. 42). STRAPS, AND ANCHORS FOR PROPER INSTALLA-
Fig. 42 Front Turning Loop Height Adjuster PARTS CATALOG.
1 - ADJUSTER (1) Position the front seat belt turning loop height
2 - SPORT BAR adjuster onto the upper sport bar (Fig. 42). Be cer-
3 - TRIM COVER tain that the word Up stamped on the adjuster is
4 - TURNING LOOP
properly oriented.
(2) Remove the screw that secures the shoulder (2) Install and tighten the two screws that secure
belt turning loop to the height adjuster. the seat belt turning loop height adjuster to the
(3) Remove the front seat belt turning loop and the upper sport bar. Tighten the screws to 43 Nm (32 ft.
support/guide washer from the height adjuster. lbs.).
(4) Unsnap and remove the trim cover from the (3) Align the trim cover over the front seat belt
front seat belt turning loop height adjuster to access turning loop height adjuster and, using hand pres-
the screws that secure the adjuster to the upper sure, press firmly and evenly on the cover until it
sport bar. snaps into place over the adjuster on the upper sport
(5) Remove the two screws that secure the height bar.
adjuster to the upper sport bar. (4) Position the support/guide washer and the
(6) Remove the front seat belt turning loop height front seat belt turning loop onto the height adjuster.
adjuster from the upper sport bar. (5) Install and tighten the screw that secures the
front seat belt turning loop to the height adjuster.
INSTALLATION Tighten the screw to 43 Nm (32 ft. lbs.).
(6) Fold and snap the trim cover for the seat belt
WARNING: TO AVOID PERSONAL INJURY OR turning loop back into place over the screw that
DEATH, DURING AND FOLLOWING ANY SEAT BELT secures the turning loop to the height adjuster.
TJ SPEED CONTROL 8P - 1
SPEED CONTROL
page page
SPEED CONTROL REMOVAL ............ .................4

DESCRIPTION . . . . . . . . . . . . . . . . . . . . ......1 INSTALLATION . . . . . . . . . .................5
OPERATION . . . . . . . . . . . . . . . . . . . . . . ......1 SWITCH
DIAGNOSIS AND TESTING - ROAD TEST .....2 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .5
SPECIFICATIONS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
TORQUE - SPEED CONTROL . . . . . . . ......2 REMOVAL ............ . . . . . . . . . . . . . . . . .6
CABLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . .6
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .3 VACUUM RESERVOIR
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 DESCRIPTION . . . . . . . . . ........ .........7
REMOVAL ....................... . . . . . .3 OPERATION . . . . . . . . . . . ........ .........7
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . .3 DIAGNOSIS AND TESTING - VACUUM
SERVO RESERVOIR . . . . . . . . . ........ .........7
DESCRIPTION . . . . . . . . . . . . . . . . . . . . ......4 REMOVAL ............ ........ .........7
OPERATION . . . . . . . . . . . . . . . . . . . . . . ......4 INSTALLATION . . . . . . . . . ........ .........7
SPEED CON T ROL Depressing the CANCEL switch.

Depressing the clutch pedal (if equipped).
DESCRIPTION NOTE: Depressing the OFF switch or turning off the
The speed control system is electronically con- ignition switch will erase the set speed stored in
trolled and vacuum operated. Electronic control of the PCM.
the speed control system is integrated into the Pow-
ertrain Control Module (PCM). The controls consist For added safety, the speed control system is pro-
of two steering wheel mounted switches. The grammed to disengage for any of the following condi-
switches are labeled: ON/OFF, RES/ACCEL, SET, tions:
COAST, and CANCEL. An indication of Park or Neutral
The system is designed to operate at speeds above A rapid increase rpm (indicates that the clutch
30 mph (50 km/h). has been disengaged)
Excessive engine rpm (indicates that the trans-
WARNING: THE USE OF SPEED CONTROL IS NOT mission may be in a low gear)
RECOMMENDED WHEN DRIVING CONDITIONS DO The speed signal increases at a rate of 10 mph
NOT PERMIT MAINTAINING A CONSTANT SPEED, per second (indicates that the coefficient of friction
SUCH AS IN HEAVY TRAFFIC OR ON ROADS THAT between the road surface and tires is extremely low)
ARE WINDING, ICY, SNOW COVERED, OR SLIP- The speed signal decreases at a rate of 10 mph
PERY. per second (indicates that the vehicle may have
decelerated at an extremely high rate)
Once the speed control has been disengaged,
OPERATION depressing the RES/ACCEL switch (when speed is
When speed control is selected by depressing the
greater than 30 mph) restores the vehicle to the tar-
ON switch, the PCM allows a set speed to be stored
get speed that was stored in the PCM.
in PCM RAM for speed control. To store a set speed,
While the speed control is engaged, the driver can
depress the SET switch while the vehicle is moving
increase the vehicle speed by depressing the RES/AC-
at a speed between 35 and 85 mph. In order for the
CEL switch. The new target speed is stored in the
speed control to engage, the brakes cannot be
PCM when the RES/ACCEL is released. The PCM
applied, nor can the gear selector be indicating the
also has a 9tap-up9 feature in which vehicle speed
transmission is in Park or Neutral.
increases at a rate of approximately 2 mph for each
The speed control can be disengaged manually by:
momentary switch activation of the RES/ACCEL
Stepping on the brake pedal
switch.
Depressing the OFF switch
8P - 2 SPEED CONTROL TJ
SPEED CON T ROL (Cont inue d)
A tap down feature is used to decelerate without should include attention to the speedometer. Speed-
disengaging the speed control system. To decelerate ometer operation should be smooth and without flut-
from an existing recorded target speed, momentarily ter at all speeds.
depress the COAST switch. For each switch activa- Flutter in the speedometer indicates a problem
tion, speed will be lowered approximately 1 mph. which might cause surging in the speed control sys-
tem. The cause of any speedometer problems should
OVERSHOOT/UNDERSHOOT be corrected before proceeding. Refer to Group 8J,
If the vehicle operator repeatedly presses and Instrument Cluster for speedometer diagnosis.
releases the SET button with their foot off of the If a road test verifies a system problem and the
accelerator (referred to as a lift foot set), the vehicle speedometer operates properly, check for:
may accelerate and exceed the desired set speed by A Diagnostic Trouble Code (DTC). If a DTC
up to 5 mph (8 km/h). It may also decelerate to less exists, conduct tests per the Powertrain Diagnostic
than the desired set speed, before finally achieving Procedures service manual.
the desired set speed. A misadjusted brake (stop) lamp switch. This
The Speed Control System has an adaptive strat- could also cause an intermittent problem.
egy that compensates for vehicle-to-vehicle variations Loose, damaged or corroded electrical connec-
in speed control cable lengths. When the speed con- tions at the servo. Corrosion should be removed from
trol is set with the vehicle operators foot off of the electrical terminals and a light coating of Mopar
accelerator pedal, the speed control thinks there is MultiPurpose Grease, or equivalent, applied.
excessive speed control cable slack and adapts Leaking vacuum reservoir.
accordingly. If the lift foot sets are continually used, Loose or leaking vacuum hoses or connections.
a speed control overshoot/undershoot condition will Defective one-way vacuum check valve.
develop. Secure attachment of both ends of the speed con-
To unlearn the overshoot/undershoot condition, trol servo cable.
the vehicle operator has to press and release the set Smooth operation of throttle linkage and throttle
button while maintaining the desired set speed using body air valve.
the accelerator pedal (not decelerating or accelerat- Failed speed control servo. Do the servo vacuum
ing), and then turning the cruise control switch to test.
the OFF position (or press the CANCEL button if
equipped) after waiting 10 seconds. This procedure CAUTION: When test probing for voltage or conti-
must be performed approximately 1015 times to nuity at electrical connectors, care must be taken
completely unlearn the overshoot/undershoot condi- not to damage connector, terminals or seals. If
tion. these components are damaged, intermittent or
complete system failure may occur.
DIAGNOSIS AND TESTING - ROAD TEST
Perform a vehicle road test to verify reports of
speed control system malfunction. The road test
SPECI FI CAT I ON S
TORQUE - SPEED CONTROL

Servo Mounting Bracket- 8.5 - 75
to-Servo Nuts
Speed Control Switch 1.5 - 14
Mounting Screws
Vacuum Reservoir 1.2 - 10
Mounting Bolt (screw)
CABLE
DESCRIPTION
The speed control servo cable is connected between
the speed control vacuum servo diaphragm and the
throttle body control linkage.
OPERATION
This cable causes the throttle control linkage to
open or close the throttle valve in response to move-
ment of the vacuum servo diaphragm.
REMOVAL
2. 4L
(2) Hold throttle in wide open position. While held
in this position, slide throttle control cable pin (Fig.
1) from throttle body bellcrank. Also slide servo cable Fig. 1 SERVO CABLE AT THROTTLE BODY - 2.4L
pin from throttle body bellcrank.
(3) Using a pick or small screwdriver, press release 2 - SPEED CONTROL CABLE
tab (Fig. 1) to release plastic cable mount from 3 - THROTTLE CABLE
bracket. Press on tab only enough to release 4 - RELEASE TAB
5 - CABLE PINS
cable from bracket. If tab is pressed too much, 6 - BELLCRANK
it will be broken. To remove throttle cable from
throttle body bracket, slide cable towards front of
vehicle.
(4) After removing throttle control cable at throttle
body, slide servo cable from throttle body.
(5) If necessary, disconnect opposite end of servo
cable at servo. Refer to Servo Removal/Installation.
4. 0L
(2) Using finger pressure only, remove cable con-
nector by pushing connector off the throttle body
bellcrank pin (Fig. 2). DO NOT try to pull cable
connector off perpendicular to the bellcrank
pin. Connector will be broken.
(3) Two release tabs are located on sides of speed
control cable at cable bracket (Fig. 2). Squeeze tabs
together and push cable out of bracket.
(4) Unclip cable from cable guide at valve cover.
(5) If necessary, disconnect opposite end of servo
cable at servo. Refer to Servo Removal/Installation.
INSTALLATION
2. 4L Fig. 2 SERVO CABLE AT THROTTLE BODY - 4.0L
(1) Install end of cable to speed control servo. 1 - ACCELERATOR CABLE
2 - OFF
Refer to Servo Removal/Installation. 3 - OFF
(2) Slide speed control cable plastic mount into 4 - THROTTLE BODY BELLCRANK
throttle body bracket. 5 - SPEED CONTROL CABLE
6 - RELEASE TABS
(3) Install speed control cable connector onto throt- 7 - BRACKET
tle body bellcrank pin (push rearward to snap into
location).
CABLE (Cont inue d)
(4) Slide throttle (accelerator) cable plastic mount The vacuum and vent solenoids must be grounded
into throttle body bracket. Continue sliding until at the PCM to operate. When the PCM grounds the
cable release tab is aligned to hole in throttle body vacuum servo solenoid, the solenoid allows vacuum
mounting bracket. to enter the servo and pull open the throttle plate
(5) While holding throttle to wide open position, using the cable. When the PCM breaks the ground,
place throttle cable pin into throttle body bellcrank. the solenoid closes and no more vacuum is allowed to
(6) Connect negative battery cable at battery. enter the servo. The PCM also operates the vent sole-
(7) Before starting engine, operate accelerator noid via ground. The vent solenoid opens and closes a
pedal to check for any binding. passage to bleed or hold vacuum in the servo as
required.
4. 0L The PCM duty cycles the vacuum and vent sole-
(1) Attach end of cable to speed control servo. noids to maintain the set speed, or to accelerate and
Refer to Servo Removal/Installation. decelerate the vehicle. To increase throttle opening,
(2) Install cable into cable bracket (snaps in). the PCM grounds the vacuum and vent solenoids. To
(3) Install cable connector at throttle body decrease throttle opening, the PCM removes the
bellcrank pin (snaps on). grounds from the vacuum and vent solenoids. When
(4) Clip cable to cable guide at valve cover. the brake is released, if vehicle speed exceeds 30
(5) Connect negative battery cable to battery. mph to resume, 35 mph to set, and the RES/ACCEL
(6) Before starting engine, operate accelerator switch has been depressed, ground for the vent and
pedal to check for any binding. vacuum circuits is restored.
REMOVAL
SERV O (1) Disconnect negative battery cable at battery.
(2) Disconnect vacuum line at servo (Fig. 3).
DESCRIPTION (3) Disconnect electrical connector at servo.
The servo unit consists of a solenoid valve body, (4) Disconnect servo cable at throttle body. Refer to
and a vacuum chamber. The solenoid valve body con- Cable Removal/Installation.
tains three solenoids: (5) Remove three bracket mounting bolts (Fig. 3).
Vacuum
Vent
Dump
The vacuum chamber contains a diaphragm with a
cable attached to control the throttle linkage.
OPERATION
The Powertrain Control Module (PCM) controls the
solenoid valve body. The solenoid valve body controls
the application and release of vacuum to the dia-
phragm of the vacuum servo. The servo unit cannot
be repaired and is serviced only as a complete assem-
bly.
Power is supplied to the servos by the PCM
through the brake switch. The PCM controls the
ground path for the vacuum and vent solenoids.
The dump solenoid is energized anytime it receives
power. If power to the dump solenoid is interrupted,
the solenoid dumps vacuum in the servo. This pro-
vides a safety backup to the vent and vacuum sole-
noids.
Fig. 3 SPEED CONTROL SERVO LOCATION

1 - BRAKE POWER BOOSTER
2 - VACUUM LINE
3 - SERVO
4 - BRACKET BOLTS (3)
5 - SERVO MOUNTING BRACKET
SERV O (Cont inue d)
(6) Remove 2 mounting nuts holding servo cable SWI T CH
sleeve to bracket (Fig. 4).
(7) Pull speed control cable sleeve and servo away
DESCRIPTION
from servo mounting bracket to expose cable retain-
There are two separate switch pods that operate
ing clip (Fig. 4) and remove clip. Note: The servo
the speed control system. The steering-wheel-
mounting bracket displayed in (Fig. 4) is a typical
mounted switches use multiplexed circuits to provide
bracket and may/may not be applicable to this model
inputs to the PCM for ON, OFF, RESUME, ACCEL-
vehicle.
ERATE, SET, DECEL and CANCEL modes. Refer to
(8) Remove servo from mounting bracket. While
the owners manual for more information on speed
removing, note orientation of servo to bracket.
control switch functions and setting procedures.
The individual switches cannot be repaired. If one
switch fails, the entire switch module must be
replaced.
OPERATION
When speed control is selected by depressing the
ON, OFF switch, the PCM allows a set speed to be
stored in its RAM for speed control. To store a set
speed, depress the SET switch while the vehicle is
moving at a speed between approximately 35 and 85
mph. In order for the speed control to engage, the
brakes cannot be applied, nor can the gear selector
be indicating the transmission is in Park or Neutral.
The speed control can be disengaged manually by:
Stepping on the brake pedal
Depressing the OFF switch
Depressing the CANCEL switch.
Fig. 4 SERVO CABLE CLIP REMOVE/INSTALL -
The speed control can be disengaged also by any of
TYPICAL
the following conditions:
1 - SERVO MOUNTING NUTS (2)
2 - SERVO
An indication of Park or Neutral
3 - CABLE RETAINING CLIP The VSS signal increases at a rate of 10 mph
4 - SERVO CABLE AND SLEEVE per second (indicates that the co-efficient of friction
between the road surface and tires is extremely low)
INSTALLATION Depressing the clutch pedal.
(1) Position servo to mounting bracket. Excessive engine rpm (indicates that the trans-
(2) Align hole in cable connector with hole in servo mission may be in a low gear)
pin. Install cable-to-servo retaining clip. The VSS signal decreases at a rate of 10 mph
(3) Insert servo mounting studs through holes in per second (indicates that the vehicle may have
servo mounting bracket. decelerated at an extremely high rate)
(4) Install servo mounting nuts and tighten to 8.5 If the actual speed is not within 20 mph of the
Nm (75 in. lbs.). set speed
(5) Connect vacuum line at servo. The previous disengagement conditions are pro-
(6) Connect electrical connector at servo. grammed for added safety.
(7) Connect servo cable to throttle body. Refer to Once the speed control has been disengaged,
Cable Removal/Installation. depressing the ACCEL switch restores the vehicle to
(8) Connect negative battery cable to battery. the target speed that was stored in the PCMs RAM.
(9) Before starting engine, operate accelerator
pedal to check for any binding.
SWI T CH (Cont inue d)
NOTE: Depressing the OFF switch will erase the set (GROUND) CABLE. WAIT 2 MINUTES FOR SYSTEM
speed stored in the PCMs RAM. CAPACITOR TO DISCHARGE BEFORE FURTHER
SYSTEM SERVICE. FAILURE TO DO SO COULD
If, while the speed control is engaged, the driver RESULT IN ACCIDENTAL DEPLOYMENT AND POS-
wishes to increase vehicle speed, the PCM is pro- SIBLE PERSONAL INJURY.
grammed for an acceleration feature. With the (1) Disconnect and isolate negative battery cable
ACCEL switch held closed, the vehicle accelerates from battery.
slowly to the desired speed. The new target speed is (2) Remove airbag module. Refer to 8, Passive
stored in the PCMs RAM when the ACCEL switch is Restraint Systems.
released. The PCM also has a 9tap-up9 feature in (3) From underside of steering wheel, remove
which vehicle speed increases at a rate of approxi- speed control switch mounting screw (Fig. 5).
mately 2 mph for each momentary switch activation (4) Remove switch from steering wheel and unplug
of the ACCEL switch. electrical connector.
The PCM also provides a means to decelerate with-
out disengaging speed control. To decelerate from an
existing recorded target speed, depress and hold the
COAST switch until the desired speed is reached.
Then release the switch. The ON, OFF switch oper-
ates two components: the PCMs ON, OFF input, and
the battery voltage to the brake switch, which powers
the speed control servo.
Multiplexing
The PCM sends out 5 volts through a fixed resistor
and monitors the voltage change between the fixed
resistor and the switches. If none of the switches are
depressed, the PCM will measure 5 volts at the sen-
sor point (open circuit). If a switch with no resistor is
closed, the PCM will measure 0 volts (grounded cir-
cuit). Now, if a resistor is added to a switch, then the
PCM will measure some voltage proportional to the
size of the resistor. By adding a different resistor to
each switch, the PCM will see a different voltage
depending on which switch is pushed.
Another resistor has been added to the at rest cir-
cuit causing the PCM to never see 5 volts. This was Fig. 5 Speed Control Switches - Remove / Install
done for diagnostic purposes. If the switch circuit 1 - MOUNTING SCREW
should open (bad connection), then the PCM will see 2 - SPEED CONTROL SWITCHES
the 5 volts and know the circuit is bad. The PCM will
then set an open circuit fault. INSTALLATION
(1) Plug electrical connector into switch.
REMOVAL (2) Position switch to steering wheel.
(3) Install switch mounting screw and tighten to
WARNING: BEFORE ATTEMPTING TO DIAGNOSE, 1.5 Nm (14 in. lbs.) torque.
REMOVE OR INSTALL ANY AIRBAG SYSTEM OR (4) Install airbag module. Refer to 8, Passive
RELATED STEERING WHEEL AND STEERING COL- Restraint Systems.
UMN COMPONENTS, YOU MUST FIRST DISCON- (5) Connect negative battery cable to battery.
NECT AND ISOLATE THE BATTERY NEGATIVE
VACU U M RESERV OI R apply vacuum. If vacuum will not hold, diaphragm

within check valve has ruptured. Replace valve.
DESCRIPTION
The vacuum reservoir is a plastic storage tank con-
REMOVAL
nected to an engine vacuum source by vacuum lines. The vacuum reservoir is located under the vehicle
battery tray (Fig. 6).
OPERATION
The vacuum reservoir is used to supply the vac-
uum needed to maintain proper speed control opera-
tion when engine vacuum drops, such as in climbing
a grade while driving. A one-way check valve is used
in the vacuum line between the reservoir and the
vacuum source. This check valve is used to trap
engine vacuum in the reservoir. On certain vehicle
applications, this reservoir is shared with the heat-
ing/air-conditioning system. The vacuum reservoir
cannot be repaired and must be replaced if faulty.
DIAGNOSIS AND TESTING - VACUUM

RESERVOIR
(1) Disconnect vacuum hose at speed control servo
and install a vacuum gauge into the disconnected
hose.
(2) Start engine and observe gauge at idle. Vac-
uum gauge should read at least ten inches of mer-
cury.
(3) If vacuum is less than ten inches of mercury,
determine source of leak. Check vacuum line to
Fig. 6 Vacuum Reservoir Removal/Installation
engine for leaks. Also check actual engine intake
manifold vacuum. If manifold vacuum does not meet 1 - SCREW
2 - VACUUM CHECK VALVE (2)
this requirement, check for poor engine performance 3 - VACUUM LINE RETAINER (2)
and repair as necessary. 4 - ACCESSORY VACUUM SUPPLY LINE
5 - ENGINE VACUUM FITTING
(4) If vacuum line to engine is not leaking, check 6 - HVAC VACUUM SUPPLY LINE
for leak at vacuum reservoir. To locate and gain 7 - INNER FENDER
access to reservoir, refer to Vacuum Reservoir Remov- 8 - VACUUM RESERVOIR
al/Installation in this group. Disconnect vacuum line
at reservoir and connect a hand-operated vacuum (1) Remove battery and battery tray. Refer to Bat-
pump to reservoir fitting. Apply vacuum. Reservoir tery Removal/Installation.
vacuum should not bleed off. If vacuum is being lost, (2) Disconnect vacuum supply line at reservoir
replace reservoir. (Fig. 6).
(5) Verify operation of one-way check valve and (3) Remove screw securing reservoir to inner
check it for leaks. fender.
(a) Locate one-way check valve. The valve is (4) Remove reservoir from vehicle.
located in vacuum line between vacuum reservoir
and engine vacuum source. Disconnect vacuum INSTALLATION
hoses (lines) at each end of valve. The vacuum reservoir is located under the vehicle
(b) Connect a hand-operated vacuum pump to battery tray (Fig. 6).
reservoir end of check valve. Apply vacuum. Vac- (1) Position reservoir to vehicle and install mount-
uum should not bleed off. If vacuum is being lost, ing screw.
replace one-way check valve. (2) Tighten screw to 1.2 Nm (10 in. lbs.) torque.
(c) Connect a hand-operated vacuum pump to (3) Connect vacuum line to reservoir.
vacuum source end of check valve. Apply vacuum. (4) Install battery and battery tray. Refer to Bat-
Vacuum should flow through valve. If vacuum is tery Removal/Installation.
not flowing, replace one-way check valve. Seal the
fitting at opposite end of valve with a finger and
TJ VEHICLE THEFT SECURITY 8Q - 1
VEHICLE THEFT SECURITY

page page
VEHICLE THEFT SECURITY STANDARD PROCEDURE - SENTRY KEY

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .....1 TRANSPONDER PROGRAMMING . . . . . . ....4
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .....1 SKIS INDICATOR
DIAGNOSIS AND TESTING - SENTRY KEY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . ....5
IMMOBILIZER SYSTEM . . . . . . . . . . . . . .....2 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . ....5
STANDARD PROCEDURE TRANSPONDER KEY
STANDARD PROCEDURE - SKIS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . ....6
INITIALIZATION . . . . . . . . . . . . . . . . . . . .....4 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . ....6
V EH I CLE T H EFT SECU RI T Y wired circuitry connects the SKIS components to the
electrical system of the vehicle. These hard wired cir-
cuits are integral to several wire harnesses, which
DESCRIPTION
The Sentry Key Immobilizer System (SKIS) is
many different methods. These circuits may be con-
available as a factory-installed option on this model.
nected to each other, to the vehicle electrical system
Vehicles equipped with this option can be readily
and to the SKIS components through the use of a
identified by the presence of an amber SKIS indica-
combination of soldered splices, splice block connec-
tor in the instrument cluster that will illuminate for
tors, and many different types of wire harness termi-
about three seconds each time the ignition switch is
nal connectors and insulators. Refer to the
turned to the On position, or by a gray molded rub-
appropriate wiring information. The wiring informa-
ber cap on the head of the ignition key. Models not
tion includes wiring diagrams, proper wire and con-
equipped with SKIS still have a SKIS indicator in
nector repair procedures, further details on wire
the cluster, but it will not illuminate when the igni-
harness routing and retention, as well as pin-out and
tion switch is turned to the On position. Also, models
location views for the various wire harness connec-
not equipped with the SKIS have a black molded
tors, splices and grounds.
rubber cap on the head of the ignition key.
The SKIS includes the following major components,
which are described in further detail elsewhere in
OPERATION
The Sentry Key Immobilizer System (SKIS) is
this service manual:
designed to provide passive protection against unau-
Powertrain Control Module (PCM) - The
thorized vehicle use by disabling the engine, after
PCM is located on the right side of the dash panel in
about two seconds of running, whenever any method
other than a valid Sentry Key is used to start the
Sentry Key Immobilizer Module (SKIM) -
vehicle. The SKIS is considered a passive protection
The SKIM is located on the steering column near the
system because it is always active when the ignition
ignition lock cylinder housing and an integral molded
system is energized and does not require any cus-
plastic antenna ring circles the ignition lock cylinder
tomer intervention. The SKIS uses Radio Frequency
like a halo. The SKIM and its antenna are concealed
(RF) communication to obtain confirmation that the
beneath the steering column shrouds.
key in the ignition switch is a valid key for operating
Sentry Key Transponder - The Sentry Key
the vehicle. The microprocessor-based SKIS hard-
transponder is molded into the head of the ignition
ware and software also uses electronic messages to
key, and concealed by a gray molded rubber cap.
communicate with other electronic modules in the
SKIS Indicator - The SKIS indicator is located
vehicle over the Programmable Communications
in the upper left corner of the instrument cluster
Interface (PCI) data bus (Refer to 8 - ELECTRICAL/
overlay.
ELECTRONIC CONTROL MODULES/COMMUNI-
Except for the Sentry Key transponders, which rely
CATION - OPERATION).
upon Radio Frequency (RF) communication, hard
8Q - 2 VEHICLE THEFT SECURITY TJ
V EH I CLE T H EFT SECU RI T Y (Cont inue d)
Pre-programmed Sentry Key transponders are pro- detected. The SKIS can be diagnosed, and any stored
vided with the vehicle from the factory. Each Sentry DTCs can be retrieved using a DRBIIIt scan tool.
Key Immobilizer Module (SKIM) will recognize a Refer to the appropriate diagnostic information.
maximum of eight Sentry Keys. If the customer
would like additional keys other than those provided DIAGNOSIS AND TESTING - SENTRY KEY
with the vehicle, they may be purchased from any IMMOBILIZER SYSTEM
authorized dealer. These additional keys must be pro-
grammed to the SKIM in the vehicle in order for the WARNING: ON VEHICLES EQUIPPED WITH AIR-
system to recognize them as valid keys. This can be BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
done by the dealer using a DRBIIIt scan tool or, if ATTEMPTING ANY STEERING WHEEL, STEERING
Customer Learn programming is an available SKIS COLUMN, OR INSTRUMENT PANEL COMPONENT
feature in the market where the vehicle was pur- DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
chased, the customer can program the additional LATE THE BATTERY NEGATIVE (GROUND) CABLE,
keys, as long as at least two valid Sentry Keys are THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
already available. (Refer to 8 - ELECTRICAL/VEHI- TEM CAPACITOR TO DISCHARGE BEFORE PER-
CLE THEFT SECURITY - STANDARD PROCE- FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
DURE - SENTRY KEY TRANSPONDER IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
PROGRAMMING). SYSTEM. FAILURE TO TAKE THE PROPER PRE-
The SKIS performs a self-test each time the igni- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
tion switch is turned to the On position, and will BAG DEPLOYMENT AND POSSIBLE PERSONAL
store fault information in the form of Diagnostic INJURY.
Trouble Codes (DTCs) if a system malfunction is
SENTRY KEY IMMOBILIZER SYSTEM DIAGNOSIS
SKIS INDICATOR FAILS TO 1. Indicator faulty. 1. Test and replace the faulty instrument cluster
LIGHT DURING BULB TEST or bulb as required.
2. Fuse faulty. 2. Test and replace the SKIM fused B(+) and
fused ignition switch output (run-start) fuses in the
fuse block as required.
3. Ground circuit faulty. 3. Test and repair the SKIM ground circuit as
required.
4. Fused B(+) circuit faulty. 4. Test and repair the SKIM fused B(+) circuit as
required.
5. Fised ignition switch 5. Terst and repair the SKIM fused ignition switch
output circuit faulty. output (run-start) circuit as required.
SKIS INDICATOR FLASHES 1. Invalid key in ignition 1. Replace the key with a known valid key.
WHEN IGNITION SWITCH IS switch lock cylinder.
TURNED TO THE 9ON9
POSITION 2. Key-related fault. 2. Use a DRBIIIT scan tool to diagnose the
key-related fault. Refer to the appropriate
diagnostic information.
SKIS INDICATOR LIGHTS 1. SKIS system malfunction/ 1. Use a DRBIIIT scan tool to diagnose the SKIS.
SOLID FOLLOWING BULB fault detected. Refer to the appropriate diagnostic information.
TEST
SKIS INDICATOR FAILS TO LIGHT DURING BULB TEST (6) Reconnect the battery negative cable. Check for
If the Sentry Key Immobilizer System (SKIS) indi- battery voltage at the fused B(+) circuit cavity of the
cator in the instrument cluster fails to illuminate for instrument panel wire harness connector for the
about three seconds after the ignition switch is SKIM. If OK, go to Step 7. If not OK, repair the open
turned to the On position (bulb test), perform the fused B(+) circuit between the SKIM and the fuse
instrument cluster actuator test. (Refer to 8 - ELEC- block as required.
TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS (7) Turn the ignition switch to the On position.
AND TESTING - ACTUATOR TEST). If the SKIS Check for battery voltage at the fused ignition switch
indicator still fails to light during the bulb test, a output (run-start) circuit cavity of the instrument
wiring problem resulting in the loss of battery cur- panel wire harness connector for the SKIM. If OK,
rent or ground to the Sentry Key Immobilizer Module use a DRBIIIt scan tool to complete the diagnosis of
(SKIM) should be suspected, and the following proce- the SKIS. Refer to the appropriate diagnostic infor-
dure should be used for diagnosis. Refer to the appro- mation. If not OK, repair the open fused ignition
priate wiring information. The wiring information switch output (run-start) circuit between the SKIM
includes wiring diagrams, proper wire and connector and the fuse block as required.
repair procedures, details of wire harness routing
and retention, connector pin-out information and SKIS INDICATOR FLASHES OR LIGHTS SOLID FOLLOWING
BULB TEST
tors, splices and grounds. A SKIS indicator that flashes following a successful
bulb test indicates that an invalid key has been
NOTE: The following tests may not prove conclu- detected, or that a key-related fault has been set. A
sive in the diagnosis of this system. The most reli- SKIS indicator that lights solid following a successful
able, efficient, and accurate means to diagnose the bulb test indicates that the SKIM has detected a sys-
Sentry Key Immobilizer System requires the use of tem malfunction or that the SKIS is inoperative. In
a DRBIIIT scan tool. Refer to the appropriate diag- either case, fault information will be stored in the
nostic information. SKIM memory. For retrieval of this fault information
and further diagnosis of the SKIS, the PCI data bus,
(1) Check the B(+) fuse (Fuse 1 - 20 ampere) in the the SKIM message outputs to the instrument cluster
fuse block. If OK, go to Step 2. If not OK, repair the that control the SKIS indicator and/or chime service,
shorted circuit or component as required and replace or the message inputs and outputs between the
the faulty fuse. SKIM and the Powertrain Control Module (PCM)
(2) Check for battery voltage at the B(+) fuse that control engine operation, a DRBIIIt scan tool is
(Fuse 1 - 20 ampere) in the fuse block. If OK, go to required. Refer to the appropriate diagnostic infor-
Step 3. If not OK, repair the open B(+) circuit mation. Following are preliminary troubleshooting
between the fuse block and the battery as required. guidelines to be followed during diagnosis using a
(3) Check the ignition switch output (run-start) DRBIIIt scan tool:
fuse (Fuse 12 - 10 ampere) in the fuse block. If OK, (1) Using the DRBIIIt scan tool, read and record
go to Step 4. If not OK, repair the shorted circuit or the faults as they exist in the SKIM when you first
component as required and replace the faulty fuse. begin your diagnosis of the vehicle. It is important to
(4) Turn the ignition switch to the On position. document these faults because the SKIM does not
Check for battery voltage at the fused ignition switch differentiate between historical faults (those that
output (run-start) fuse (Fuse 12 - 10 ampere) in the have occurred in the past) and active faults (those
fuse block. If OK, go to Step 5. If not OK, repair the that are currently present). If this problem turns out
open fused ignition switch output (run-start) circuit to be an intermittent condition, this information may
between the fuse block and the ignition switch as become invaluable to your diagnosis.
required. (2) Using the DRBIIIt scan tool, erase all of the
(5) Disconnect and isolate the battery negative faults from the SKIM.
cable. Disconnect the instrument panel wire harness (3) Cycle the ignition switch to the Off position,
connector for the Sentry Key Immobilizer Module then back to the On position.
(SKIM) from the SKIM connector receptacle. Check (4) Using the DRBIIIt scan tool, read any faults
for continuity between each of the two ground circuit that are now present in the SKIM. These are the
cavities of the instrument panel wire harness connec- active faults.
tor for the SKIM and a good ground. There should be (5) Using this active fault information, refer to the
continuity. If OK, go to Step 6. If not OK, repair the proper procedure in the appropriate diagnostic infor-
open ground circuit(s) to ground (G105 and G302) as mation for the additional specific diagnostic steps.
required.
STAN DARD PROCEDU RE the original SKIM. The PIN code must be used to
enter the Secured Access Mode in the SKIM. This
STANDARD PROCEDURE - SKIS PIN number may be obtained from the vehicle owner,
from the original vehicle invoice, or from the
INITIALIZATION DaimlerChrysler Customer Center. Refer to the
The Sentry Key Immobilizer System (SKIS) must appropriate diagnostic information for the proper
be initialized following a Sentry Key Immobilizer
Secured Access method programming procedures.
Module (SKIM) replacement. SKIS initialization
requires the use of a DRBIIIt scan tool. Initialization CUSTOMER LEARN METHOD
will also require that you have access to the unique The Customer Learn feature is only available on
four-digit PIN code that was assigned to the original domestic vehicles, or those vehicles which have a
SKIM. The PIN code must be used to enter the U.S. country code designator. This programming
Secured Access Mode in the SKIM. This PIN number method also requires access to at least two valid Sen-
may be obtained from the vehicle owner, from the try Keys. If two valid Sentry Keys are not available,
original vehicle invoice, or from the DaimlerChrysler or if the vehicle does not have a U.S. country code
Customer Center. (Refer to 8 - ELECTRICAL/ELEC- designator, the Secured Access Method must be used
TRONIC CONTROL MODULES - STANDARD PRO- to program new or additional valid keys to the SKIM.
CEDURE - PCM/SKIM PROGRAMMING). The Customer Learn programming method proce-
dures are as follows:
NOTE: If a Powertrain Control Module (PCM) is
(1) Obtain the blank Sentry Key(s) that are to be
replaced on a vehicle equipped with the Sentry Key
programmed as valid keys for the vehicle. Cut the
Immobilizer System (SKIS), the unique Secret Key
blank key(s) to match the ignition switch lock cylin-
data must be transferred from the Sentry Key
der mechanical key codes.
Immobilizer Module (SKIM) to the new PCM using
(2) Insert one of the two valid Sentry Keys into the
the PCM replacement procedure. This procedure
ignition switch and turn the ignition switch to the
also requires the use of a DRBIIIT scan tool and the
On position.
unique four-digit PIN code to enter the Secured
(3) After the ignition switch has been in the On
Access Mode in the SKIM. Refer to the appropriate
position for longer than three seconds, but no more
diagnostic information for the proper PCM replace-
than fifteen seconds, cycle the ignition switch back to
ment procedures.
the Off position. Replace the first valid Sentry Key in
the ignition switch lock cylinder with the second
STANDARD PROCEDURE - SENTRY KEY valid Sentry Key and turn the ignition switch back to
the On position. The second valid Sentry Key must
TRANSPONDER PROGRAMMING be inserted in the lock cylinder within fifteen seconds
All Sentry Keys included with the vehicle are pre- of removing the first valid key.
programmed to work with the Sentry Key Immobi- (4) About ten seconds after the completion of Step
lizer System (SKIS) when it is shipped from the 3, the SKIS indicator in the instrument cluster will
factory. The Sentry Key Immobilizer Module (SKIM) start to flash and a single audible chime will sound
can be programmed to recognize up to a total of eight to indicate that the system has entered the Customer
Sentry Keys. When programming a blank Sentry Key Learn programming mode.
transponder, the key must first be cut to match the (5) Within sixty seconds of entering the Customer
ignition switch lock cylinder in the vehicle for which Learn programming mode, turn the ignition switch to
it will be used. Once the additional or new key has the Off position, replace the valid Sentry Key with a
been cut, the SKIM must be programmed to recog- blank Sentry Key transponder, and turn the ignition
nize it as a valid key. There are two possible methods switch back to the On position.
to program the SKIM to recognize a new or addi- (6) About ten seconds after the completion of Step
tional valid key, the Secured Access Method and the 5, a single audible chime will sound and the SKIS
Customer Learn Method. Following are the details of indicator will stop flashing, stay on solid for three
these two programming methods. seconds, then turn off to indicate that the blank Sen-
try Key has been successfully programmed. The
SECURED ACCESS METHOD
SKIS will immediately exit the Customer Learn pro-
The Secured Access method applies to all vehicles. gramming mode and the vehicle may now be started
This method requires the use of a DRBIIIt scan tool. using the newly programmed valid Sentry Key.
This method will also require that you have access to
the unique four-digit PIN code that was assigned to
Each of these steps must be repeated and com- instrument cluster electronic circuit board based
pleted in their entirety for each additional Sentry upon electronic messages received by the cluster from
Key that is to be programmed. If the above steps are the Sentry Key Immobilizer Module (SKIM) over the
not completed in the given sequence, or within the Programmable Communications Interface (PCI) data
allotted time, the SKIS will exit the Customer Learn bus. The SKIS indicator Light Emitting Diode (LED)
programming mode and the programming will be receives battery current on the instrument cluster
unsuccessful. The SKIS will also automatically exit electronic circuit board through the fused ignition
the Customer Learn programming mode if it sees a switch output (run-start) circuit whenever the igni-
non-blank Sentry Key transponder when it should tion switch is in the On or Start positions; therefore,
see a blank, if it has already programmed eight (8) the indicator will always be off when the ignition
valid Sentry Keys, or if the ignition switch is turned switch is in any position except On or Start. The
to the Off position for more than about fifty seconds. LED only illuminates when it is switched to ground
by the instrument cluster transistor. The instrument
NOTE: If an attempt is made to start the vehicle cluster will turn on the SKIS indicator for the follow-
while in the Customer Learn mode (SKIS indicator ing reasons:
flashing), the SKIS will respond as though the vehi- Bulb Test - Each time the ignition switch is
cle were being started with an invalid key. In other turned to the On position, the SKIM tells the cluster
words, the engine will stall after about two seconds to illuminate the SKIS indicator for about three sec-
of operation. No faults will be set. onds as a bulb test.
SKIM Lamp-On Message - Each time the clus-
ter receives a lamp-on message from the SKIM, the
NOTE: Once a Sentry Key has been programmed as
SKIS indicator will be illuminated. The indicator can
a valid key to a vehicle, it cannot be programmed
as a valid key for use on any other vehicle.
tated by the SKIM message. For more information on
the SKIS and the SKIS indicator control parameters,
(Refer to 8 - ELECTRICAL/VEHICLE THEFT SECU-
SK I S I N DI CAT OR RITY - OPERATION). The indicator remains illumi-
nated until the cluster receives a lamp-off message
DESCRIPTION from the SKIM or until the ignition switch is turned
A Sentry Key Immobilizer System (SKIS) indicator to the Off position, whichever occurs first.
is standard equipment on all instrument clusters, but Actuator Test - Each time the cluster is put
is only operational on vehicles equipped with the through the actuator test, the SKIS indicator will be
optional SKIS. The SKIS indicator is located near the turned on, then off again in a prescribed sequence to
upper edge of the instrument cluster overlay, in the confirm the functionality of the LED and the cluster
upper left quadrant of the cluster. The SKIS indica- control circuitry.
tor consists of a stencil-like cutout of a graphical rep- The SKIM performs a self-test each time the igni-
resentation or icon of a key that is circled and tion switch is turned to the On position to decide
crossed-out in the opaque layer of the instrument whether the system is in good operating condition.
cluster overlay. The dark outer layer of the overlay The SKIM then sends the proper SKIS lamp-on or
prevents the indicator from being clearly visible lamp-off messages to the instrument cluster. For fur-
when it is not illuminated. An amber lens behind the ther diagnosis of the SKIS indicator or the instru-
cutout in the opaque layer of the overlay causes the ment cluster circuitry that controls the indicator,
indicator to appear in amber through the translucent (Refer to 8 - ELECTRICAL/INSTRUMENT CLUS-
outer layer of the overlay when it is illuminated from TER - DIAGNOSIS AND TESTING). If the instru-
behind by a Light Emitting Diode (LED) soldered ment cluster turns on the SKIS indicator after the
onto the instrument cluster electronic circuit board. bulb test, either solid or flashing, it indicates that a
The SKIS indicator is serviced as a unit with the SKIS malfunction has occurred or that the SKIS is
instrument cluster. inoperative. For proper diagnosis of the SKIS, the
PCI data bus, or the message inputs to the instru-
OPERATION ment cluster that control the SKIS indicator, a
The Sentry Key Immobilizer System (SKIS) indica- DRBIIIt scan tool is required. Refer to the appropri-
tor gives an indication to the vehicle operator of the ate diagnostic information.
status of the SKIS. This indicator is controlled by the
T RAN SPON DER K EY Key transponder using a Radio Frequency (RF) sig-
nal. The SKIM then listens for a RF response from
the transponder through the same antenna. The Sen-
DESCRIPTION
try Key transponder chip is within the range of the
SKIM transceiver antenna ring when it is inserted
into the ignition lock cylinder. The SKIM determines
whether a valid key is present in the ignition lock
cylinder based upon the response from the transpon-
der. If a valid key is detected, that fact is communi-
cated by the SKIM to the Powertrain Control Module
(PCM) over the Programmable Communications
Interface (PCI) data bus, and the PCM allows the
engine to continue running. If the PCM receives an
invalid key message, or receives no message from the
SKIM over the PCI data bus, the engine will be dis-
abled after about two seconds of operation. The Elec-
troMechanical Instrument Cluster (EMIC) will also
respond to the invalid key message on the PCI data
bus by flashing the SKIS indicator on and off.
Each Sentry Key has a unique transponder identi-
fication code permanently programmed into it by the
Fig. 1 Sentry Key Immobilizer Transponder manufacturer. Likewise, the SKIM has a unique
1 - MOLDED CAP
Secret Key code programmed into it by the manufac-
2 - TRANSPONDER CHIP turer. When a Sentry Key is programmed into the
3 - MOLDED CAP REMOVED memory of the SKIM, the SKIM stores the transpon-
4 - TRANSPONDER KEY
der identification code from the Sentry Key, and the
Sentry Key learns the Secret Key code from the
Each ignition key used in the Sentry Key Immobi-
SKIM. Once the Sentry Key learns the Secret Key
lizer System (SKIS) has an integral transponder chip
code of the SKIM, it is permanently stored in the
(Fig. 1). Ignition keys with this feature can be readily
memory of the transponder. Therefore, once a Sentry
identified by a gray rubber cap molded onto the head
Key has been programmed to a particular vehicle, it
of the key, while conventional ignition keys have a
cannot be used on any other vehicle. (Refer to 8 -
black molded rubber cap. The transponder chip is
ELECTRICAL/VEHICLE THEFT SECURITY -
concealed beneath the molded rubber cap, where it is
STANDARD PROCEDURE - SENTRY KEY TRAN-
molded within a plastic mount into the head of the
SPONDER PROGRAMMING).
metal key. In addition to being cut to match the
The SKIS performs a self-test each time the igni-
mechanical coding of the ignition lock cylinder, each
tion switch is turned to the On position, and will
new Sentry Key has a unique transponder identifica-
store key-related fault information in the form of
tion code permanently programmed into it by the
Diagnostic Trouble Codes (DTCs) in SKIM memory if
manufacturer. The Sentry Key transponder cannot be
a Sentry Key transponder problem is detected. The
adjusted or repaired. If faulty or damaged, the entire
Sentry Key transponder chip can be diagnosed, and
key must be replaced.
any stored DTCs can be retrieved using a DRBIIIt
scan tool. Refer to the appropriate diagnostic
OPERATION
information.
When the ignition switch is turned to the On posi-
tion, the Sentry Key Immobilizer Module (SKIM)
communicates through its antenna with the Sentry
TJ WIPERS/WASHERS 8R - 1
WIPERS/WASHERS
page page
FRONT WIPERS/WASHERS . . . . . . . . . . . . . . . . . . 1 REAR WIPERS/WASHERS . . . . . . . . . . . . . . . . . . 24
FRON T WI PERS/WASH ERS
TABLE OF CONTENTS
page page
FRONT WIPERS/WASHERS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DIAGNOSIS AND TESTING - FRONT WIPER & FRONT WIPER BLADE
WASHER SYSTEM . . . . . . . . . . . . . . . . . . . . . 5 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
CLEANING - FRONT WIPER & WASHER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INSPECTION - FRONT WIPER & WASHER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 FRONT WIPER MODULE
FRONT CHECK VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 15
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
REMOVAL .............................9 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 17
FRONT WASHER HOSES/TUBES INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10 RIGHT MULTI-FUNCTION SWITCH
FRONT WASHER NOZZLE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10 DIAGNOSIS AND TESTING - RIGHT MULTI-
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 FUNCTION SWITCH . . . . . . . . . . . . . . . . . . . 19
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FRONT WASHER PUMP MOTOR WASHER RESERVOIR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
FRONT WIPER ARM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
FRON T WI PERS/WASH ERS wiper and washer system includes the following
major components, which are described in further
detail elsewhere in this service information:
DESCRIPTION
Front Check Valve - The front washer system
An electrically operated intermittent front wiper
check valve is located in the washer plumbing on the
and washer system is standard factory-installed
underside of the hood panel between the cowl and
safety equipment on this model (Fig. 1). The front
the front washer nozzle.
8R - 2 FRONT WIPERS/WASHERS TJ
FRON T WI PERS/WASH ERS (Cont inue d)
Fig. 1 Front Wiper & Washer System

1 - WASHER RESERVOIR, PUMP/MOTOR 4 - FRONT WIPER ARM & BLADE (2)
2 - FRONT WASHER NOZZLE 5 - RIGHT MULTI-FUNCTION SWITCH
3 - FRONT WIPER MODULE
Front Washer Nozzle - The single fluidic front below and forward of the optional rear washer pump/
washer nozzle is secured by an integral latch feature motor unit mounting hole.
to a dedicated opening near the rear of the hood Front Washer Plumbing - The plumbing for
panel. The washer plumbing fitting for the washer the front washer system consists of rubber hoses and
nozzle is concealed beneath the hood panel. molded plastic fittings. The plumbing is routed along
Front Washer Pump/Motor - The front washer the left side of the engine compartment from the
pump/motor unit is located in a dedicated hole on the washer reservoir, and up the cowl panel to the hood
lower inboard side of the washer reservoir, on the top panel rear reinforcement. Then along the hood panel
of the left front wheel house in the engine compart- rear reinforcement to the front washer nozzle fitting.
ment. The front washer pump/motor unit is located Front Wiper Arm - The two front wiper arms
are secured with integral latches to the serrated ends
TJ FRONT WIPERS/WASHERS 8R - 3
of the two wiper pivot shafts, which extend through Continuous Wipe Modes - The control stalk of
the cowl plenum cover/grille panel located near the the right multi-function switch has two continuous
base of the windshield. wipe positions, Low and High. When selected, these
Front Wiper Blade - The two front wiper switch positions will cause the two-speed wiper motor
blades are secured to the two front wiper arms with to operate in a continuous low or high speed cycle.
integral latches, and are parked on the glass near Intermittent Wipe Mode - The control stalk of
the bottom of the windshield when the front wiper the right multi-function switch has an intermittent
system is not in operation. wipe position, and the control knob has several minor
Front Wiper Module - The front wiper pivot detent positions which will each cause the wiper sys-
shafts are the only visible components of the front tem to operate at different delay intervals between
wiper module. The remainder of the module is con- complete wipe cycles. The internal circuitry of the
cealed within the cowl plenum area beneath the cowl right multi-function switch provides the intermittent
plenum cover/grille panel. The front wiper module wipe mode and adjustable delay intervals between
includes the wiper module bracket, three rubber-iso- wipe cycles of about one second to about fifteen sec-
lated wiper module mounts, the front wiper motor, onds.
the front wiper motor crank arm, the front wiper Mist Wipe Mode - The control stalk of the right
drive link, the front wiper connector link, and the multi-function switch has a momentary mist wipe
two front wiper pivots. position that will operate the front wipers for a sin-
Right Multi-Function Switch - The right gle complete cycle, then park the wiper blades near
multi-function switch is located near the top of the the base of the windshield.
steering column, just below the steering wheel. The Washer Mode - When the control stalk of right
right multi-function switch includes a control stalk multi-function switch is pulled toward the steering
with a control knob on the end that extends through wheel to the momentary Wash position while the
a dedicated opening on the right side of the steering front wiper system is operating, washer fluid will be
column shrouds. The right multi-function switch is dispensed onto the windshield glass through the
dedicated to providing all of the driver controls for washer nozzles for as long as the front washer pump
the front wiper and washer systems. is energized.
Washer Reservoir - The molded plastic washer Wipe-After-Wash Mode - When the control
reservoir is secured by two screws through integral stalk of right multi-function switch is pulled toward
mounting tabs to the top of the left front fender the steering wheel to the momentary Wash position
wheel house, in the left front corner of the engine while the front wiper system is not operating, the
compartment. The washer reservoir filler neck is internal circuitry of the right multi-function switch
accessed from the left front corner of the engine com- provides a wipe-after-wash feature which will operate
partment. the front washer pump/motor and the front wipers
Hard wired circuitry connects the front wiper and for as long as the washer system is activated, then
washer system components to the electrical system of provide one or two additional wipe cycles after the
the vehicle. These hard wired circuits are integral to washer system is deactivated before parking the
several wire harnesses, which are routed throughout front wiper blades near the base of the windshield.
the vehicle and retained by many different methods.
These circuits may be connected to each other, to the OPERATION
vehicle electrical system and to the front wiper and The front wiper and washer system is designed to
washer system components through the use of a com- provide the vehicle operator with a convenient, safe,
bination of soldered splices, splice block connectors, and reliable means of maintaining visibility through
and many different types of wire harness terminal the windshield glass. The various components of this
connectors and insulators. Refer to the appropriate system are designed to convert electrical energy pro-
wiring information. The wiring information includes duced by the vehicle electrical system into the
wiring diagrams, proper wire and connector repair mechanical action of the wiper blades to wipe the
procedures, further details on wire harness routing outside surface of the glass, as well as into the
and retention, as well as pin-out and location views hydraulic action of the washer system to apply
for the various wire harness connectors, splices and washer fluid stored in an on-board reservoir to the
grounds. area of the glass to be wiped. When combined, these
components provide the means to effectively main-
OPERATING MODES tain clear visibility for the vehicle operator by remov-
The components of the wiper and washer system ing excess accumulations of rain, snow, bugs, mud, or
are designed to work in concert to provide the follow- other minor debris from the outside windshield glass
ing operating modes: surface that might be encountered while driving the
vehicle under numerous types of inclement operating OPERATING MODES
conditions. Following are paragraphs that briefly describe the
The vehicle operator initiates all front wiper and operation of each of the front wiper and washer sys-
washer system functions with the control stalk and tem operating modes.
control knob of the right multi-function switch that
extends from the right side of the steering column, CONTINUOUS WIPE MODE
just below the steering wheel. Moving the control When the Low position of the right multi-function
stalk upward selects the front wiper system operat- switch control stalk is selected, the Low mode cir-
ing mode. The front wiper system allows the vehicle cuitry within the switch directs battery current to
operator to select from two continuous wiper speeds, the low speed brush of the front wiper motor, which
High or Low, or the intermittent wipe Delay mode. causes the front wipers to cycle at a low speed. When
Pulling the control stalk downwards and releasing it the High position of the control stalk is selected, the
selects the front wiper system Mist mode, which High mode circuitry within the switch directs battery
operates the front wipers for one complete wipe cycle current to the high speed brush of the front wiper
after the control stalk is released. Rotating the con- motor, which causes the front wipers to cycle at a
trol knob on the end of the control stalk allows the high speed.
vehicle operator to select the intermittent wipe Delay When the Off position of the right multi-function
interval. Pulling the control stalk towards the steer- switch control stalk is selected, one of two events is
ing wheel activates the front washer pump/motor, possible. The event that occurs depends upon the
which dispenses washer fluid onto the windshield position of the wiper blades on the windshield at the
glass through the front washer nozzle. moment that the control stalk Off position is
When the ignition switch is in the Accessory or On selected. If the wiper blades are in the down position
positions, battery current from a fuse in the Power on the windshield when the Off position is selected,
Distribution Center (PDC) is provided to the front the park switch that is integral to the front wiper
wiper and washer system fuse in the fuse block. This motor is closed to ground and the wiper motor ceases
fuse provides battery current through separate fused to operate.
ignition switch output (run-acc) circuits to the right If the wiper blades are not in the down position on
multi-function switch, and to the front wiper motor. the windshield at the moment the Off position is
Within the right multi-function switch, this battery selected, the park switch is closed to battery current
current is fed to one side of the control coil in the through the fused ignition switch output (run-acc)
wiper motor relay, and to the electronic intermittent circuit of the front wiper motor. The park switch
wipe logic circuit, which are both integral to the sense circuit directs this battery current to the low
switch. speed brush of the wiper motor through the normally
The intermittent wipe and wipe-after-wash fea- closed circuit of the wiper motor relay and the Off
tures of the front wiper and washer system are both mode circuitry of the wiper switch. This causes the
provided by the electronic intermittent wipe logic cir- wiper motor to continue running until the wiper
cuit within the right multi-function switch. In order blades are in the down position on the windshield
to provide the intermittent wipe feature, the logic cir- and the park switch is again closed to ground.
cuit monitors the wiper switch state, the intermittent
delay resistance setting, and the wiper motor park INTERMITTENT WIPE MODE
switch state. In order to provide the wipe-after-wash When the control stalk of the right multi-function
feature, the logic circuit monitors both the front switch is moved to the Delay position, the Delay
washer switch state and the wiper motor park switch mode circuitry within the switch directs battery cur-
state. rent to a request input of the integral logic circuit.
The hard wired circuits and components of the The Delay mode circuitry also directs battery current
front wiper and washer system may be diagnosed through an internal variable resistor to the intermit-
and tested using conventional diagnostic tools and tent wipe delay sense input of the logic circuit, which
procedures. However, conventional diagnostic meth- indicates the delay interval that has been selected by
ods are not possible in the diagnosis of the intermit- the vehicle operator using the control knob on the
tent wipe mode circuitry and logic within the right end of the right multi-function switch control stalk.
multi-function switch. If the front wiper and washer The logic circuit responds to the Delay mode
system operates satisfactorily in all modes except the request inputs by calculating the correct delay inter-
Delay mode, the faulty right multi-function switch val. The logic circuit then energizes the wiper motor
must be replaced. Refer to the appropriate diagnostic relay by pulling the relay control coil to ground. The
information. energized wiper motor relay directs battery current
from the normally open relay terminal through the
common feed relay terminal and the Delay mode motor operates, but the wipers do not move on the
wiper switch circuitry to the low speed brush of the windshield, replace the faulty front wiper module. If
wiper motor. The logic circuit monitors the front the wipers operate, but chatter, lift, or do not clear
wiper motor operation through the wiper park switch the glass, clean and inspect the front wiper system
sense circuit, which allows the logic circuit to deter- components as required. (Refer to 8 - ELECTRICAL/
mine the proper timing to begin the next wiper blade FRONT WIPERS/WASHERS - CLEANING) and
sweep. (Refer to 8 - ELECTRICAL/FRONT WIPERS/WASH-
ERS - INSPECTION). Refer to the appropriate wir-
MIST MODE ing information. The wiring information includes
When the control stalk of the right multi-function wiring diagrams, proper wire and connector repair
switch is moved to the momentary Mist position, the procedures, details of wire harness routing and
Mist mode circuitry within the switch directs battery retention, connector pin-out information and location
current to the low speed brush of the front wiper views for the various wire harness connectors, splices
motor, which causes the front wipers to cycle at low and grounds.
speed for as long as the switch is held in the Mist
position. When the control stalk is released, the WARNING: TO AVOID PERSONAL INJURY OR
wiper motor completes the current wipe cycle then DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
parks the wiper blades near the base of the wind- DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
shield. TEM BEFORE ATTEMPTING ANY STEERING
WASH MODE MENT PANEL COMPONENT DIAGNOSIS OR SER-
When the momentary Wash position of the right VICE. DISCONNECT AND ISOLATE THE BATTERY
multi-function switch control stalk is selected while NEGATIVE (GROUND) CABLE, THEN WAIT TWO
the front wiper system is operating, the Wash mode MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
circuitry within the switch directs battery current to CHARGE BEFORE PERFORMING FURTHER DIAG-
the front washer pump/motor for as long as the Wash NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
mode circuitry within the switch remains closed. TO DISABLE THE SUPPLEMENTAL RESTRAINT
When the control stalk is released the Wash mode SYSTEM. FAILURE TO TAKE THE PROPER PRE-
circuitry within the switch opens and the front CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
washer pump/motor ceases operation. BAG DEPLOYMENT.
WIPE-AFTER-WASH MODE (1) Check the front wiper and washer system fuse
When the washer switch is closed with the front (Fuse 14 - 25 ampere) in the fuse block. If OK, go to
wiper system turned Off, the intermittent wipe logic Step 2. If not OK, repair the shorted circuit or com-
circuit operates the front wiper motor through the ponent as required and replace the faulty fuse.
wiper motor relay in the same manner as it does to (2) Turn the ignition switch to the On position.
provide the Delay mode operation, but uses the Off Check for battery voltage at the front wiper and
mode circuitry of the wiper switch to feed battery washer system fuse (Fuse 14 - 25 ampere) in the fuse
current to the low speed brush of the front wiper block. If OK, go to Step 3. If not OK, repair the open
motor. When the Wash mode circuitry state changes fused ignition switch output (run-acc) circuit between
to open, the intermittent wipe logic circuit de-ener- the fuse block and the ignition switch as required.
gizes the front washer pump/motor unit, but allows (3) Disconnect and isolate the battery negative
the wiper motor to operate for several additional cable. Disconnect the body wire harness connector for
wipe cycles before it de-energizes the wiper motor the right multi-function switch from the switch con-
and parks the wiper blades near the base of the nector receptacle. Check for continuity between the
windshield. The intermittent wipe logic circuit moni- ground circuit cavity of the body wire harness con-
tors the front wiper motor through the wiper park nector for the right multi-function switch and a good
switch sense circuit, which allows the logic circuit to ground. There should be continuity. If OK, go to Step
count the number of wiper blade sweeps. 4. If not OK, repair the open ground circuit to ground
(G300) as required.
DIAGNOSIS AND TESTING - FRONT WIPER & (4) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Check for battery
WASHER SYSTEM voltage at the fused ignition switch output (run-acc)
circuit cavity of the body wire harness connector for
WIPER SYSTEM
the right multi-function switch. If OK, go to Step 5.
The diagnosis found here addresses an electrically
If not OK, repair the open fused ignition switch out-
inoperative front wiper system. If the front wiper
put (run-acc) circuit between the right multi-function level in the reservoir. Also clean and inspect the front
switch and the fuse block as required. washer system components as required. (Refer to 8 -
(5) Turn the ignition switch to the Off position. ELECTRICAL/FRONT WIPERS/WASHERS -
Disconnect and isolate the battery negative cable. CLEANING) and (Refer to 8 - ELECTRICAL/FRONT
Remove the right multi-function switch from the WIPERS/WASHERS - INSPECTION). Refer to the
steering column and check the switch continuity. appropriate wiring information. The wiring informa-
(Refer to 8 - ELECTRICAL/FRONT WIPERS/WASH- tion includes wiring diagrams, proper wire and con-
ERS/RIGHT MULTI-FUNCTION SWITCH - DIAG- nector repair procedures, details of wire harness
NOSIS AND TESTING). If OK, go to Step 6. If not routing and retention, connector pin-out information
OK, replace the faulty switch. and location views for the various wire harness con-
(6) Disconnect the body wire harness connector for nectors, splices and grounds.
the front wiper motor from the wiper motor pigtail
wire connector. Check for continuity between the WARNING: TO AVOID PERSONAL INJURY OR
ground circuit cavity in the body wire harness con- DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
nector for the front wiper motor and a good ground. DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
There should be continuity. If OK, go to Step 7. If not TEM BEFORE ATTEMPTING ANY STEERING
OK, repair the open ground circuit to ground (G300) WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
as required. MENT PANEL COMPONENT DIAGNOSIS OR SER-
(7) Reconnect the battery negative cable. Turn the VICE. DISCONNECT AND ISOLATE THE BATTERY
ignition switch to the On position. Check for battery NEGATIVE (GROUND) CABLE, THEN WAIT TWO
voltage at the fused ignition switch output (run-acc) MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
circuit cavity of the body wire harness connector for CHARGE BEFORE PERFORMING FURTHER DIAG-
the front wiper motor. If OK, go to Step 8. If not OK, NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
repair the open fused ignition switch output (run-acc) TO DISABLE THE SUPPLEMENTAL RESTRAINT
circuit between the front wiper motor and the fuse SYSTEM. FAILURE TO TAKE THE PROPER PRE-
block as required. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(8) Turn the ignition switch to the Off position. BAG DEPLOYMENT.
Disconnect and isolate the battery negative cable.
The body wire harness connector for the right multi- (1) Turn the ignition switch to the On position.
function switch is still disconnected. Check each of Move the right multi-function switch control stalk to
the following circuits at the proper cavity of the body the Low or High continuous wipe position. Check
wire harness connector for the front wiper motor for whether the front wiper system operates. If OK, go to
continuity to ground. In each case, there should be Step 2. If not OK, repair the front wiper system as
no continuity. If OK, go to Step 9. If not OK, repair required before you proceed with front washer sys-
the shorted circuit between the front wiper motor tem diagnosis. Refer to WIPER SYSTEM.
and the right multi-function switch as required. (2) Turn the ignition switch to the Off position.
Wiper park switch sense Disconnect and isolate the battery negative cable.
Wiper switch low speed output Disconnect the headlamp and dash wire harness con-
Wiper switch high speed output nector for the front washer pump/motor from the
(9) Check the continuity of each of the following washer pump/motor connector receptacle. Check for
circuits between the proper cavities of the body wire continuity between the ground circuit cavity of the
harness connectors for the front wiper motor and the headlamp and dash wire harness connector for the
right multi-function switch. In each case, there front washer pump/motor and a good ground. There
should be continuity. If OK, replace the faulty front should be continuity. If OK, go to Step 3. If not OK,
wiper module. If not OK, repair the open circuit repair the open ground circuit to ground (G102) as
between the front wiper motor and the right multi- required.
function switch as required. (3) Reconnect the battery negative cable. Turn the
Wiper park switch sense ignition switch to the On position. While pulling the
Wiper switch low speed output right multi-function switch control stalk toward the
Wiper switch high speed output steering wheel to close the washer switch, check for
battery voltage at the washer pump control switch
WASHER SYSTEM output circuit cavity of the headlamp and dash wire
The diagnosis found here addresses an electrically harness connector for the front washer pump/motor.
inoperative front washer system. If the front washer If OK, replace the faulty front washer pump/motor. If
pump/motor operates, but no washer fluid is emitted not OK, go to Step 4.
from the washer nozzle, be certain to check the fluid (4) Turn the ignition switch to the Off position.
Disconnect the body wire harness connector for the restricted washer nozzles should be carefully back-
right multi-function switch from the switch connector flushed using compressed air. If the washer nozzle
receptacle. Check for continuity between the washer obstruction cannot be cleared, replace the washer
pump control switch output circuit cavity of the nozzle.
headlamp and dash wire harness connector for the
front washer pump/motor and a good ground. There CAUTION: Never introduce petroleum-based clean-
should be no continuity. If OK, go to Step 5 If not ers, solvents, or contaminants into the washer sys-
OK, repair the shorted washer pump control switch tem. These products can rapidly deteriorate the
output circuit between the front washer pump/motor rubber seals and hoses of the washer system, as
and the right multi-function switch as required. well as the rubber squeegees of the wiper blades.
(5) Check for continuity between the washer pump
control switch output circuit cavities of the headlamp
CAUTION: Never use compressed air to flush the
and dash wire harness connector for the front washer
washer system plumbing. Compressed air pres-
pump/motor and the body wire harness connector for
sures are too great for the washer system plumbing
the right multi-function switch. There should be con-
components and will result in further system dam-
tinuity. If OK, replace the faulty right multi-function
age. Never use sharp instruments to clear a
switch. If not OK, repair the open washer pump con-
plugged washer nozzle or damage to the nozzle ori-
trol switch output circuit between the front washer
fice and improper nozzle spray patterns will result.
pump/motor and the right multi-function switch as
required.
INSPECTION - FRONT WIPER & WASHER
CLEANING - FRONT WIPER & WASHER
SYSTEM
SYSTEM
WIPER SYSTEM
WIPER SYSTEM The front wiper blades and wiper arms should be
The squeegees of wiper blades exposed to the ele- inspected periodically, not just when wiper perfor-
ments for a long time tend to lose their wiping effec- mance problems are experienced. This inspection
tiveness. Periodic cleaning of the squeegees is should include the following points:
suggested to remove any deposits of salt or road film. (1) Inspect the wiper arms for any indications of
The wiper blades, arms, and windshield glass should damage, or contamination. If the wiper arms are con-
only be cleaned using a sponge or soft cloth and taminated with any foreign material, clean them as
windshield washer fluid, a mild detergent, or a non- required. (Refer to 8 - ELECTRICAL/FRONT WIP-
abrasive cleaner. If the wiper blades continue to ERS/WASHERS - CLEANING). If a wiper arm is
leave streaks, smears, hazing, or beading on the damaged or corrosion is evident, replace the wiper
glass after thorough cleaning of the squeegees and arm with a new unit. Do not attempt to repair a
the glass, the entire wiper blade assembly must be wiper arm that is damaged or corroded.
replaced. (2) Carefully lift the wiper blade off of the glass.
Note the action of the wiper arm hinge. The wiper
CAUTION: Protect the rubber squeegees of the
arm should pivot freely at the hinge, but with no lat-
wiper blades from any petroleum-based cleaners,
eral looseness evident. If there is any binding evident
solvents, or contaminants. These products can rap-
in the wiper arm hinge, or there is evident lateral
idly deteriorate the rubber squeegees.
play in the wiper arm hinge, replace the wiper arm.
CAUTION: Do not allow the wiper arm to spring

WASHER SYSTEM
back against the glass without the wiper blade in
If the washer system is contaminated with foreign
place or the glass may be damaged.
material, drain the washer reservoir by removing the
front washer pump/motor from the reservoir. Clean (3) Once proper hinge action of the wiper arm is
foreign material from the inside of the washer pump/ confirmed, check the hinge for proper spring tension.
motor inlet filter screen and the washer reservoir Remove the wiper blade from the wiper arm. Either
using clean washer fluid, a mild detergent, or a non- place a small postal scale between the blade end of
abrasive cleaner. Flush foreign material from the the wiper arm and the glass, or carefully lift the
washer system plumbing by first disconnecting the blade end of the arm away from the glass using a
washer hoses from the front washer nozzle, then run- small fish scale. Compare the scale readings between
ning the front washer pump/motor to run clean the right and left wiper arms. Replace a wiper arm if
washer fluid or water through the system. Plugged or
it has comparatively lower spring tension, as evi- (2) Inspect the washer plumbing for pinched, leak-
denced by a lower scale reading. ing, deteriorated, or incorrectly routed hoses and
(4) Inspect the wiper blades and squeegees for any damaged or disconnected hose fittings. Replace dam-
indications of damage, contamination, or rubber dete- aged or deteriorated hoses and hose fittings. Leaking
rioration (Fig. 2). If the wiper blades or squeegees washer hoses can sometimes be repaired by cutting
are contaminated with any foreign material, clean the hose at the leak and splicing it back together
them and the glass as required. (Refer to 8 - ELEC- using an in-line connector fitting. Similarly, sections
TRICAL/FRONT WIPERS/WASHERS - CLEANING). of deteriorated hose can be cut out and replaced by
After cleaning the wiper blade and the glass, if the splicing in new sections of hose using in-line connec-
wiper blade still fails to clear the glass without tor fittings. Whenever routing a washer hose or a
smearing, streaking, chattering, hazing, or beading, wire harness containing a washer hose, it must be
replace the wiper blade. Also, if a wiper blade is routed away from hot, sharp, or moving parts. Also,
damaged or the squeegee rubber is damaged or dete- sharp bends that might pinch the washer hose must
riorated, replace the wiper blade with a new unit. Do be avoided.
not attempt to repair a wiper blade that is damaged.
FRON T CH ECK VALV E

DESCRIPTION
Fig. 3 Check Valve

1 - INLET NIPPLE
2 - CHECK VALVE
3 - OUTLET NIPPLE
4 - FLOW DIRECTION ARROW
A single front washer system check valve is stan-

dard equipment on this model, and is installed in the
front washer system plumbing (Fig. 3). The front
Fig. 2 Wiper Blade Inspection check valve is located in the engine compartment in
1 - WORN OR UNEVEN EDGES the washer supply hose on the underside of the hood
2 - ROAD FILM OR FOREIGN MATERIAL DEPOSITS panel about 5 centimeters (2 inches) from the barbed
3 - HARD, BRITTLE, OR CRACKED
4 - DEFORMED OR FATIGUED nipple of the front washer nozzle. The check valve
5 - SPLIT consists of a molded plastic valve body with a raised
6 - DAMAGED SUPPORT COMPONENTS arrowhead molded into its center section that indi-
cates the direction of the flow through the valve. A
WASHER SYSTEM barbed hose nipple is formed on each side of the
The washer system components should be raised center section of the valve body. Within the
inspected periodically, not just when washer perfor- check valve body, a small diaphragm is held against
mance problems are experienced. This inspection the lip of an integral sump well by a small plastic
should include the following points: piston and a coiled spring. The front check valve can-
(1) Check for ice or other foreign material in the not be adjusted or repaired and, if faulty or damaged,
washer reservoir. If contaminated, clean and flush it must be replaced.
the washer system. (Refer to 8 - ELECTRICAL/
FRONT WIPERS/WASHERS - CLEANING).
FRON T CH ECK VALV E (Cont inue d)
OPERATION
The front check valve provides more than one func-
tion in this application. It prevents washer fluid from
draining out of the front washer supply hoses back to
the washer reservoir. This drain-back would result in
a lengthy delay from when the front washer switch is
actuated until washer fluid was dispensed through
the front washer nozzle, because the front washer
pump would have to refill the front washer plumbing
from the reservoir to the nozzle. Such a drain-back
condition could also result in water, dirt, or other
outside contaminants being siphoned into the washer
system through the washer nozzle orifice. This water
could subsequently freeze and plug the nozzle, while
other contaminants could interfere with proper noz-
zle operation and cause improper nozzle spray pat-
terns. In addition, the front check valve prevents Fig. 4 Front Check Valve
washer fluid from siphoning out through the front 1 - SPRING
washer nozzle after the front washer system is 2 - PISTON
turned Off. 3 - DIAPHRAGM
4 - TO WASHER NOZZLE
When the front washer pump pressurizes and 5 - FROM WASHER PUMP
pumps washer fluid from the reservoir through the
front washer plumbing, the fluid pressure unseats a
diaphragm from over a sump well within the valve
by overriding the spring pressure applied to it by a
piston (Fig. 4). With the diaphragm unseated, washer
fluid is allowed to flow toward the front washer noz-
zle. When the front washer pump stops operating,
the spring pressure on the piston seats the dia-
phragm over the sump well in the valve and fluid
flow in either direction within the front washer
plumbing is prevented. The front check valve cannot
be adjusted or repaired and, if faulty or damaged, it
must be replaced.
REMOVAL
(1) Unlatch, open and support the hood.
(2) Locate the front check valve in the washer sup-
ply hose for the front washer nozzle. The check valve Fig. 5 Front Check Valve Remove/Install
is installed in the washer supply hose about 5 centi- 1 - HOOD REAR REINFORCEMENT
meters (2 inches) from the front washer nozzle nipple 2 - FRONT WASHER NOZZLE
3 - WASHER HOSE
near the rear hood panel reinforcement (Fig. 5). 4 - FRONT CHECK VALVE
(3) Disconnect the washer supply hose for the
front washer nozzle from the barbed outlet nipple on supply hose for the reservoir or secure the loose end
the front washer system check valve. A small quan- of this hose at a point higher than the washer reser-
tity of washer fluid may drain from the disconnected voir to prevent the contents of the washer reservoir
hose. from draining through this hose.
(4) Disconnect the washer supply hose for the res- (5) Remove the front check valve from the engine
ervoir from the barbed inlet nipple of the front check compartment.
valve. Either install a temporary plug in the washer
FRON T CH ECK VALV E (Cont inue d)
INSTALLATION
(1) Position the front check valve in the engine
compartment.
(2) With the directional arrow on the check valve
pointed in the direction of the system flow, reconnect
the washer supply hose from the reservoir to the
barbed inlet nipple of the front check valve (Fig. 6).
Fig. 7 Front Washer Plumbing

1 - FRONT WASHER NOZZLE
Fig. 6 Check Valve 2 - CLIP (2)
1 - INLET NIPPLE 3 - HARNESS CLIP (2)
2 - CHECK VALVE 4 - WASHER SUPPLY HOSE
3 - OUTLET NIPPLE 5 - FRONT CHECK VALVE
4 - FLOW DIRECTION ARROW 6 - WASHER RESERVOIR
7 - FRONT WASHER PUMP/MOTOR
(3) Reconnect the washer supply hose from the
front washer nozzle to the barbed outlet nipple of the barbed outlet nipple of the front washer check valve
front check valve. to the barbed nipple of the front washer nozzle on
(4) Check that the washer supply hoses are prop- the underside of the hood panel.
erly routed and are not pinched. Washer hose is available for service only as roll
(5) Close and latch the hood. stock, which must then be cut to length. Molded plas-
tic washer hose fittings cannot be repaired. If these
fittings are faulty or damaged, they must be
FRON T WASH ER H OSES/ replaced.
T U BES OPERATION
Washer fluid in the washer reservoir is pressurized
DESCRIPTION and fed by the front washer pump/motor through the
The front washer plumbing consists of a small front washer system plumbing and fittings to the
diameter rubber front washer hose that is routed front washer check valve and the front washer noz-
from the barbed outlet nipple of the electric front zle. Whenever routing the washer hose or a wire har-
washer pump/motor unit on the washer reservoir ness containing a washer hose, it must be routed
around the front of the reservoir to the top of the left away from hot, sharp, or moving parts; and, sharp
front fender wheel house. The hose is secured by six bends that might pinch the hose must be avoided.
plastic tie wraps to the headlamp and dash wire har-
ness and routed with the harness to the top dash
panel near the center of the engine compartment FRON T WASH ER N OZ Z LE
(Fig. 7).
Near the center of the dash panel the front washer DESCRIPTION
hose is routed to the inner rear hood panel reinforce- The molded black plastic front washer nozzle has
ment. Two molded plastic routing clips secure the an integral latch feature that secures it in a dedi-
front washer hose to the underside of the hood panel cated mounting hole located at the center near the
reinforcement. The front washer hose is connected to rear edge of the hood panel (Fig. 8). The washer noz-
the barbed inlet nipple of the front washer check zle is constructed in two pieces. The nozzle housing
valve near the inner center hood panel reinforce- includes the domed hood that is visible on the outer
ment. A short piece of washer hose then connects the surface of the hood panel, and the integral latch and
FRON T WASH ER N OZ Z LE (Cont inue d)
Fig. 8 Front Washer Nozzle

1 - HOOD
2 - LATCH
3 - ORIFICE (FLUIDIC INSERT)
4 - NIPPLE
barbed inlet nipple which are concealed below the

hood panel. Fig. 9 Front Washer Nozzle Remove/Install
A rectangular opening in the rearward facing sur- 1 - HOOD PANEL
2 - WASHER SUPPLY HOSE
face of the nozzle hood accepts the fluidic insert of 3 - FRONT WASHER NOZZLE
the nozzle. The fluidic insert is a one-piece unit that
incorporates the various chambers, passages, deflec- (4) Remove the front washer nozzle from the top of
tors and the single orifice through which the washer the hood panel.
fluid stream is directed into the wipe pattern on the
windshield glass. The nozzle is accessed for service INSTALLATION
from the underside of the hood panel. The front (1) Lower the hood panel.
washer nozzle cannot be adjusted or repaired. If (2) From the top of the hood panel, position the
faulty or damaged, it must be replaced. nipple end of the front washer nozzle through the
mounting hole. Be certain the nozzle orifice is ori-
OPERATION ented towards the windshield, then engage the
The front washer nozzle is designed to dispense notched forward-facing end of the nozzle housing to
washer fluid into the wiper pattern area on the out- the forward edge of the mounting hole (Fig. 9).
side of the windshield glass. Pressurized washer fluid (3) Using hand pressure, press firmly and evenly
is fed to the nozzle from the washer reservoir by the on the top of the front washer nozzle until the inte-
front washer pump/motor through a single hose, gral latch feature locks into place on the underside of
which is attached to a barbed nipple on the front the hood panel.
washer nozzle below the hood panel. A fluidic matrix (4) Open and support the hood.
within the washer nozzle causes the pressurized (5) From the underside of the rear of the hood
washer fluid to be emitted from the nozzle orifice as panel near the center, reconnect the washer supply
a fan-like stream to more effectively cover a larger hose to the barbed nipple of the front washer nozzle.
area of the glass to be cleaned. (6) Close and latch the hood.
REMOVAL
(1) Unlatch, open and support the hood. FRON T WASH ER PU M P
(2) From the underside of the rear of the hood M OT OR
panel near the center, disconnect the washer supply
hose from the barbed nipple of the front washer noz- DESCRIPTION
zle (Fig. 9).
The front washer pump/motor unit is located on
(3) From the underside of the rear of the hood
the inboard side near the front and the bottom of the
panel near the center, gently squeeze the latch fea-
washer reservoir (Fig. 10). The washer reservoir is
ture of the front washer nozzle and push the nozzle
located on the top of the left front fender wheel house
out through the mounting hole towards the outside of
in the engine compartment. A small permanently
the hood panel.
lubricated and sealed electric motor is coupled to the
FRON T WASH ER PU M P M OT OR (Cont inue d)
headlamp and dash wire harness. The motor is
grounded at all times through another take out of
the headlamp and dash wire harness with a single
eyelet terminal connector that is secured under a
ground screw to the radiator closure panel behind
the left headlamp in the engine compartment. The
motor receives battery current through the closed
contacts of the momentary front washer switch cir-
cuitry within the right multi-function switch only
when the switch control stalk is pulled towards the
steering wheel.
Washer fluid is gravity-fed from the washer reser-
voir to the inlet side of the washer pump. When the
pump motor is energized, the motor spins the rotor
within the rotor-type washer pump. The spinning
pump rotor pressurizes the washer fluid and forces it
through the pump outlet nipple, the front washer
plumbing, and the front washer nozzle onto the
windshield glass. The front washer pump/motor unit
Fig. 10 Washer Pump/Motor can be diagnosed using conventional diagnostic tools
1 - MOTOR and methods.
3
4
-
-
OUTLET NIPPLE
INLET NIPPLE
REMOVAL
5 - PUMP (1) Disconnect and isolate the battery negative
cable.
rotor-type washer pump. A seal flange with a barbed (2) Disconnect the washer supply hose from the
inlet nipple on the pump housing passes through a barbed outlet nipple of the front washer pump/motor
rubber grommet seal installed in a dedicated mount- and allow the washer fluid from the washer reservoir
ing hole in the sump area near the bottom of the to drain into a clean container for reuse (Fig. 11).
washer reservoir. On vehicles with the optional rear
washer system, the front washer pump/motor unit is
always mounted in the forward-most, lowest pump
mounting hole of the reservoir. An integral filter
screen is located within the pump inlet nipple. When
the pump is installed in the reservoir a barbed outlet
nipple on the pump housing connects the unit to the
washer system through the front washer supply hose.
The washer pump/motor unit is retained on the
reservoir by the interference fit between the barbed
pump inlet nipple and the grommet seal, which is a
light press fit. An integral connector receptacle
between the motor housing and the pump housing
connects the unit to the vehicle electrical system. A
small capacitor internal to the connector receptacle
insulator is connected in parallel with the motor
leads to control ElectroMagnetic Interference (EMI) Fig. 11 Washer Pump/Motor Remove/Install
created by washer motor operation. The front washer
1 - REAR BODY WIRE HARNESS
pump/motor unit cannot be repaired. If faulty or 2 - WASHER RESERVOIR
damaged, the entire washer pump/motor unit must 3 - REAR WASHER PUMP/MOTOR
be replaced. 4 - HEADLAMP & DASH WIRE HARNESS
5 - FRONT WASHER SUPPLY HOSE
6 - FRONT WASHER PUMP/MOTOR
OPERATION 7 - REAR WASHER SUPPLY HOSE
The front washer pump/motor unit features a small
Direct Current (DC) electric motor. The motor is con- (3) Disconnect the headlamp and dash wire har-
nected to the vehicle electrical system through a sin- ness connector from the connector receptacle for the
gle take out and two-cavity connector of the front washer pump/motor.
FRON T WASH ER PU M P M OT OR (Cont inue d)
(4) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the barbed inlet nipple of
the front washer pump/motor out of the rubber grom-
met seal in the washer reservoir. Care must be taken
not to damage the washer reservoir.
(5) Remove the front washer pump/motor from the
washer reservoir.
(6) Remove the rubber grommet seal from the
front washer pump/motor mounting hole in the
washer reservoir and discard.
INSTALLATION
(1) Install a new rubber grommet seal into the
front washer pump/motor mounting hole of the
washer reservoir.
(2) Position the front washer pump/motor inlet
nipple to the mounting hole in the washer reservoir Fig. 12 Wiper Arm
(Fig. 11). 1 - LATCH
(3) Using hand pressure, firmly and evenly press 2 - WIPER ARM PIVOT END
on the front washer pump/motor to engage the inlet
nipple through the rubber grommet seal and into the hole in a small stamped steel strap on the hinge pin
washer reservoir. Care must be taken not to damage within the die cast pivot end, while the other end of
the washer reservoir. the spring is hooked through the small hole in the
(4) Reconnect the headlamp and dash wire harness steel strap. The entire wiper arm has a satin black
connector for the front washer pump/motor to the finish applied to all of its visible surfaces.
washer pump/motor connector receptacle. A wiper arm cannot be adjusted or repaired. If
(5) Reconnect the front washer supply hose to the damaged or faulty, the entire wiper arm unit must be
barbed outlet nipple of the front washer pump/motor. replaced.
(6) Refill the washer reservoir with the washer
fluid drained from the reservoir during the removal OPERATION
procedure. The front wiper arms are designed to mechanically
(7) Reconnect the battery negative cable. transmit the motion from the wiper pivots to the
wiper blades. The wiper arm must be properly
indexed to the wiper pivot in order to maintain the
FRON T WI PER ARM proper wiper blade travel on the glass. The serrated
socket formation in the wiper arm pivot end inter-
DESCRIPTION locks with the serrations on the outer circumference
The front wiper arms are the rigid members of the wiper pivot driver, providing positive engage-
located between the wiper pivots that protrude from ment and finite adjustment of this connection. The
the cowl plenum cover/grille panel near the base of latch plate on the underside of the wiper arm pivot
the windshield and the wiper blades on the wind- end locks the wiper arm to the wiper pivot driver
shield glass. The wiper arm has a die cast metal when in its installed position; and, when in its
pivot end (Fig. 12). On the underside of this pivot unlocked position, also serves as a blocker to hold the
end is a large internally serrated socket formation spring-loaded wiper arm off of the glass to facilitate
with a small, movable, stamped steel latch plate that removal and installation. The spring-loaded wiper
is secured loosely under a small strap that is staked arm hinge controls the down-force applied through
to the pivot end. the tip of the wiper arm to the wiper blade on the
The wide end of a tapered, stamped steel channel glass. The hook formation on the tip of the wiper arm
hinges on and is secured with a hinge pin to the provides a cradle for securing and latching the wiper
pivot end of the wiper arm. One end of a long, rigid, blade pivot block to the wiper arm.
stamped steel strap, with a small hole near its pivot
end, is riveted and crimped within the narrow end of REMOVAL
the stamped steel channel. The tip of the wiper blade (1) Lift the front wiper arm far enough to raise the
end of this strap is bent back under itself to form a wiper blade off of the glass and permit the wiper arm
small hook. Concealed within the stamped steel latch plate to be pulled out to its holding position,
channel, one end of a long spring is hooked through a then release the arm (Fig. 13). The wiper arm and
FRON T WI PER ARM (Cont inue d)
blade will remain off the glass with the latch in this
position.
Fig. 14 Front Wiper Arm Installation

1 - WINDSHIELD BLACKOUT AREA
2 - PARK BLADE ON UPPER EDGE OF BLACKOUT AREA
+15 mm 0 mm (+0.59 in. 0 in.)
(3) Wet the windshield glass, then operate the

front wipers. Move the right multi-function switch
Fig. 13 Front Wiper Arm Remove/Install control stalk to the Off position, then check for cor-
1 - LATCH rect wiper arm position. Repeat the adjustment as
2 - WIPER ARM PIVOT END required.
CAUTION: The use of a screwdriver or other prying

tool to remove a wiper arm may distort it. This dis- FRON T WI PER BLADE
tortion could allow the arm to come off of the wiper
pivot during wiper operation, regardless of how DESCRIPTION
carefully it is reinstalled.
(2) Using a slight rocking motion, remove the front

wiper arm pivot end from the wiper pivot driver.
INSTALLATION
NOTE: Be certain that the wiper motor is in the park
position before attempting to install the wiper arms.
Turn the ignition switch to the On position and
move the right multi-function switch control stalk to
its Off position. If the wiper pivots move, wait until
they stop moving, then turn the ignition switch Fig. 15 Wiper Blade - Typical
back to the Off position. The wiper motor is now in
1 - RELEASE TAB
its park position.
Each front wiper blade is secured by an integral
(1) The front wiper arms must be indexed to the
latching pivot block to the hook formation on the tip
wiper pivots with the wiper motor in the park posi-
of each front wiper arm, and rests on the glass near
tion to be properly installed (Fig. 14). Position the
the base of the windshield when the wipers are not
front wiper arm pivot ends onto the wiper pivot driv-
in operation (Fig. 15). The wiper blade consists of the
ers so that the tip of the wiper blade is on the upper
following components:
edge of the lower windshield blackout area, + 15 mil-
Superstructure - The superstructure includes
limeters/ 0 millimeter (+ 0.59 inch/ 0 inch).
several stamped steel bridges and links with claw
(2) Once the wiper arm is indexed to the wiper
formations that grip the wiper blade element. Also
pivot, lift the wiper arm away from the windshield
included in this unit is the latching, molded plastic
slightly to relieve the spring tension on the latch
pivot block that secures the superstructure to the
plate, then push the latch into the locked position
wiper arm. All of the metal components of the wiper
(Fig. 13). Gently lower the wiper arm until the wiper
blade have a satin black finish applied.
blade is in position on the windshield glass.
FRON T WI PER BLADE (Cont inue d)
Element - The wiper element or squeegee is the
resilient rubber member of the wiper blade that con-
tacts the glass.
Flexor - The flexor is a rigid metal component
running along the length of each side of the wiper
element where it is gripped by the claws of the
superstructure.
All models have two 33-centimeter (13-inch) long
front wiper blades with non-replaceable rubber ele-
ments (squeegees). The wiper blades cannot be
adjusted or repaired. If faulty, worn, or damaged the
entire wiper blade unit must be replaced.
Fig. 16 Wiper Blade Remove/Install - Typical
OPERATION 1 - RELEASE TAB
The wiper blades are moved back and forth across
(4) Gently lower the tip of the wiper arm onto the
the glass by the wiper arms when the wipers are
glass.
being operated. The wiper blade superstructure is
the flexible frame that grips the wiper blade element
and evenly distributes the force of the spring-loaded
INSTALLATION
wiper arm along the length of the element. The com-
NOTE: The notched end of the wiper element flexor
bination of the wiper arm force and the flexibility of
should always be oriented towards the end of the
the superstructure makes the element conform to
wiper blade that is nearest to the wiper pivot.
and maintain proper contact with the glass, even as
the blade is moved over the varied curvature that (1) Lift the front wiper arm off of the windshield
may be encountered across the glass surface. The glass.
wiper element flexor provides the claws of the blade (2) Position the front wiper blade near the hook
superstructure with a rigid, yet flexible component formation on the tip of the arm with the notched end
on the element which can be gripped. The rubber ele- of the wiper element flexor oriented towards the end
ment is designed to be stiff enough to maintain an of the wiper arm that is nearest to the wiper pivot.
even cleaning edge as it is drawn across the glass, (3) Insert the hook formation on the tip of the
yet resilient enough to conform to the glass surface wiper arm through the opening in the wiper blade
and flip from one cleaning edge to the other each superstructure ahead of the wiper blade pivot block/
time the wiper blade changes directions. latch unit far enough to engage the pivot block into
the hook (Fig. 16).
REMOVAL (4) Slide the wiper blade pivot block/latch up into
the hook formation on the tip of the wiper arm until
NOTE: The notched end of the wiper element flexor the latch release tab snaps into its locked position.
should always be oriented towards the end of the Latch engagement will be accompanied by an audible
wiper blade that is nearest to the wiper pivot. click.
(5) Gently lower the wiper blade onto the glass.
(1) Lift the front wiper arm to raise the wiper
blade and element off of the glass.
(2) To remove the wiper blade from the wiper arm, FRON T WI PER M ODU LE
depress the pivot block latch release tab under the
tip of the arm and slide the blade away from the tip
towards the pivot end of the arm far enough to dis-
DESCRIPTION
The front wiper module is secured with three
engage the pivot block from the hook formation on
screws, one each at the motor bracket and the two
the end of the arm (Fig. 16).
pivot brackets through rubber insulators to the cowl
(3) Extract the hook formation on the tip of the
top panel and concealed within the cowl plenum area
wiper arm through the opening in the wiper blade
beneath the cowl plenum cover/grille panel (Fig. 17).
superstructure just ahead of the wiper blade pivot
The driver ends of the wiper pivot shafts that pro-
block/latch unit.
trude through dedicated openings in the cowl plenum
CAUTION: Do not allow the wiper arm to spring cover/grille panel to drive the wiper arms and blades
back against the glass without the wiper blade in are the only visible components of the front wiper
place or the glass may be damaged. module. The front wiper module consists of the fol-
lowing major components:
FRON T WI PER M ODU LE (Cont inue d)
wiper motor features an integral transmission, an
internal park switch, and an internal automatic
resetting circuit breaker.
Pivots - The two front wiper pivots are secured
to the ends of the wiper module bracket. A crank arm
extends from the lower end of each pivot shaft. The
driver side pivot crank arm has a single ball stud
secured to it, while the passenger side crank arm has
two ball studs. The upper end of each pivot shaft
where the wiper arms will be fastened each has an
externally serrated drum-like driver secured to it.
The front wiper module for this model is serviced
only as a complete unit. If any linkage component or
the mounting bracket of the module is faulty or dam-
aged, the entire front wiper module unit must be
replaced. The front wiper motor and boot are avail-
able for service replacement as a unit only.
OPERATION
The front wiper module operation is controlled by
the battery current inputs received by the wiper
motor through the right multi-function switch on the
Fig. 17 Front Wiper Module steering column. The wiper motor is connected to the
1 - SCREW (3) vehicle electrical system through a dedicated take
2 - MODULE BRACKET
out and wire harness connector of the body wire har-
4 - WIPER MOTOR ness. The wiper motor speed is controlled by current
flow to either the low speed or the high speed set of
Bracket - The front wiper module bracket con- brushes. The park switch is a single pole, single
sists of a long tubular steel main member that has a throw, momentary switch within the wiper motor
stamped pivot bracket formation near each end that is mechanically actuated by the wiper motor
where the two wiper pivots are secured. A stamped transmission components. The park switch alter-
steel mounting plate for the wiper motor is secured nately closes the wiper park switch sense circuit to
with welds near the center of the main member. The ground or to battery current, depending upon the
bracket includes metal-sleeved rubber isolators at position of the wipers on the glass. This feature
each of the three bracket mounting points. allows the motor to complete its current wipe cycle
Crank Arm - The front wiper motor crank arm after the wiper system has been turned Off, and to
is a stamped steel unit with a slotted hole on the park the wiper blades in the lowest portion of the
driven end that is secured to the wiper motor output wipe pattern. The automatic resetting circuit breaker
shaft with a nut, and has a ball stud secured to the protects the motor from overloads. The wiper motor
drive end. crank arm, the two wiper linkage members, and the
Linkage - The two front wiper linkage members two wiper pivots mechanically convert the rotary out-
are each constructed of stamped steel. A connecting put of the wiper motor to the back and forth wiping
link with a plastic socket-type bushing in each end is motion of the wiper arms and blades on the glass.
fit over the pivot ball studs to join the two pivots.
The wiper drive link has a plastic socket-type bush- REMOVAL
ing on each end. One end of the drive link is snap-fit (1) Remove the front wiper arms from the wiper
over a second ball stud on the passenger side pivot pivots. (Refer to 8 - ELECTRICAL/FRONT WIPERS/
crank arm, while the other end is snap-fit over the WASHERS/FRONT WIPER ARM - REMOVAL).
ball stud on the wiper motor crank arm. (2) Unlatch, open and support the hood.
Motor - The front wiper motor is secured with (3) Disconnect and isolate the battery negative
three screws to the motor mounting plate near the cable.
center of the wiper module bracket and is protected (4) Remove the cowl plenum cover/grille panel
by a rubber boot. The wiper motor output shaft from over the cowl plenum. (Refer to 23 - BODY/EX-
passes through a hole in the module bracket, where a TERIOR/COWL GRILLE AND SCREEN -
nut secures the wiper motor crank arm to the motor REMOVAL).
output shaft. The two-speed permanent magnet
FRON T WI PER M ODU LE (Cont inue d)
(5) Disconnect the body wire harness connector for (4) Remove the three screws that secure the wiper
the front wiper motor from the motor pigtail wire motor to the front wiper module mounting bracket.
connector (Fig. 18). (5) Remove the wiper motor from the front wiper
module bracket.
ASSEMBLY
The front wiper motor and its rubber boot are
available for service replacement. Following are the
procedures for reassembling these components onto
the front wiper module unit.
(1) Position the wiper motor onto the front wiper
module bracket.
the wiper motor to the front wiper module bracket.
(3) Position the wiper motor crank arm onto the
front wiper motor output shaft.
wiper motor crank arm to the front wiper motor out-
put shaft. Tighten the nut to 12 Nm (101 in. lbs.).
(5) Engage the wiper motor pigtail wire connector
retainer in the locating hole on the front wiper mod-
ule bracket.
(6) Reinstall the front wiper module into the cowl
plenum. (Refer to 8 - ELECTRICAL/FRONT WIP-
Fig. 18 Front Wiper Module Remove/Install ERS/WASHERS/FRONT WIPER MODULE -
1 - SCREW (3) INSTALLATION).
2 - MODULE BRACKET
3
4
-
-
WIRE HARNESS CONNECTOR
WIPER MOTOR
INSTALLATION
(1) Position the front wiper module into the cowl
(6) Remove the three screws that secure the front plenum as a unit (Fig. 18).
wiper module mounting bracket to the cowl plenum (2) Install and tighten the three screws that secure
panel. the front wiper module mounting bracket to the cowl
(7) Remove the front wiper module from the cowl plenum panel. Tighten the screws to 12 Nm (105 in.
plenum panel as a unit. lbs.).
DISASSEMBLY the front wiper motor to the motor pigtail wire con-
The front wiper motor and its rubber boot are nector.
available for service replacement. Following are the (4) Reinstall the cowl plenum cover/grille panel
procedures for disassembling these components from over the cowl plenum. (Refer to 23 - BODY/EXTERI-
the front wiper module unit. OR/COWL GRILLE AND SCREEN - INSTALLA-
(1) Remove the front wiper module from the cowl TION).
plenum. (Refer to 8 - ELECTRICAL/FRONT WIP- (5) Reconnect the battery negative cable.
ERS/WASHERS/FRONT WIPER MODULE - (6) Close and latch the hood.
REMOVAL). (7) Reinstall the front wiper arms onto the wiper
(2) Release the retainer that secures the wiper pivots. (Refer to 8 - ELECTRICAL/FRONT WIPERS/
motor pigtail wire connector to the front wiper mod- WASHERS/FRONT WIPER ARM - INSTALLATION).
ule bracket.
(3) Turn the front wiper module over and remove
the nut that secures the wiper motor crank arm to
the wiper motor output shaft.
RI GH T M U LT I -FU N CT I ON function switch cannot be adjusted or repaired and, if

SWI T CH The right multi-function switch is the primary con-
trol for the front wiper and washer system, and con-
DESCRIPTION tains switches, circuitry, an intermittent wipe logic
The right multi-function switch is located on the circuit, and an internal wiper motor relay to provide
right side of the steering column (Fig. 19). The only the following functions and features:
visible components of the right multi-function switch Continuous Front Wipe Modes - The internal
are the control stalk and control knob that extend circuitry and hardware of the right multi-function
through dedicated openings in the right side of the switch control stalk provide two continuous front
steering column shrouds, just below the steering wipe switch positions, low speed or high speed.
wheel. The remainder of the switch, its mounting Front Washer Mode - The internal circuitry
provisions, and its electrical connections are all con- and hardware of the right multi-function switch con-
cealed beneath the steering column shrouds. The trol stalk provide front washer system operation.
switch housing and controls are constructed of Front Wipe-After-Wash Mode - The internal
molded black plastic. The right multi-function switch circuitry and hardware of the right multi-function
is secured by two screws to a mounting housing that switch control stalk provide a wipe-after-wash mode.
is integral to the left multi-function switch. Front Wiper Mist Mode - The internal cir-
The right multi-function switch control stalk has cuitry and hardware of the right multi-function
both white nomenclature and International Control switch control stalk provide a front wiper system
and Display Symbols graphics applied to it, which mist mode.
clearly identify its many functions. On the end of the Intermittent Front Wipe Mode - The internal
control stalk is a plastic control knob with a rounded circuitry and hardware of the right multi-function
end and a flattened face to allow it to be easily switch control stalk and control knob provide an
rotated. A single connector receptacle containing six intermittent front wipe mode with adjustable delay
terminal pins is integral to the back of the switch interval positions.
housing and connects the switch to the vehicle elec-
trical system through a dedicated take out and con-
nector of the body wire harness. The right multi-
Fig. 19 Multi-Function Switch

1 - LEFT MULTI-FUNCTION SWITCH CONTROL STALK 5 - TURN SIGNAL CANCEL ACTUATOR
2 - HAZARD WARNING SWITCH BUTTON 6 - LEFT MULTI-FUNCTION SWITCH CONTROL RING
3 - RIGHT MULTI-FUNCTION SWITCH CONTROL STALK 7 - LEFT MULTI-FUNCTION SWITCH CONTROL KNOB
4 - SCREW (2)
RI GH T M U LT I -FU N CT I ON SWI T CH (Cont inue d)
OPERATION DIAGNOSIS AND TESTING - RIGHT MULTI-

The right multi-function switch uses an internal FUNCTION SWITCH
logic circuit, an internal relay and conventionally Be certain to perform the diagnosis for the front
switched outputs to control the many functions and wiper system and/or front washer system before test-
features it provides. The switch receives battery curing the right multi-function switch. (Refer to 8 -
rent on a fused ignition switch output (run-acc) cir- ELECTRICAL/FRONT WIPERS/WASHERS - DIAG-
cuit from a fuse in the Power Distribution Center NOSIS AND TESTING). Refer to the appropriate
(PDC) and the wiper and washer system fuse in the wiring information. The wiring information includes
fuse block whenever the ignition switch is in the On wiring diagrams, proper wire and connector repair
or Accessory positions. The electronic intermittent procedures, details of wire harness routing and
wipe logic circuit within the switch receives a logic retention, connector pin-out information and location
ground at all times through the body wire harness views for the various wire harness connectors, splices
from a take out with an eyelet terminal connector and grounds.
secured under a ground screw on the left inner cowl
side panel, below the left end of the instrument WARNING: TO AVOID PERSONAL INJURY OR
panel. DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
Following are descriptions of how the right multi- DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
function switch control stalk and control knob are TEM BEFORE ATTEMPTING ANY STEERING
operated to control the functions and features they WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
provide. Refer to the owners manual in the vehicle MENT PANEL COMPONENT DIAGNOSIS OR SER-
glove box for more information on the features, use VICE. DISCONNECT AND ISOLATE THE BATTERY
and operation of the right multi-function switch. NEGATIVE (GROUND) CABLE, THEN WAIT TWO
Front Wash Mode - Pulling the control stalk of MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
the right multi-function switch towards the steering CHARGE BEFORE PERFORMING FURTHER DIAG-
wheel actuates the momentary single pole, single NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
throw front washer switch and operates the front TO DISABLE THE SUPPLEMENTAL RESTRAINT
washer pump/motor. SYSTEM. FAILURE TO TAKE THE PROPER PRE-
Front Wipe Modes - Moving the control stalk CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
of the right multi-function switch up or down to one BAG DEPLOYMENT.
of four detent positions actuates the triple pole, qua-
druple throw front wiper switch and selects the Off, (1) Disconnect and isolate the battery negative
Low, High, or Delay front wiper operating mode. cable.
Moving the control stalk downward from the Off (2) Remove the right multi-function switch from
position actuates a momentary single pole, single the steering column and disconnect the body wire
throw switch that selects the Mist operating mode. harness connector for the switch from the switch con-
Intermittent Front Wipe Delay Intervals - nector receptacle.
Rotating the control knob on the end of the control (3) Using an ohmmeter, check the right multi-func-
stalk actuates the front wiper delay variable resistor tion switch continuity at the terminals (Fig. 20) in
and selects the wiper delay interval when the Delay the switch connector receptacle as shown in the
mode is selected with the front wiper switch control Right Multi-Function Switch Tests table.
stalk.
The intermittent wipe logic circuit within the right
multi-function switch monitors inputs from the front
wiper switch circuitry, the front washer switch cir-
cuitry, the front wiper delay variable resistor, and the
front wiper motor park switch. The programming of
the logic circuit then determines the proper outputs
to the front wiper motor. The low current logic circuit
controls the high current front wiper motor by pull-
ing the control coil of the integral wiper motor relay Fig. 20 Right Multi-Function Switch Connector
to ground. The wiper motor relay switches a circuit Receptacle
that feeds battery current to the low speed or high
speed brush of the front wiper motor through the
appropriate right multi-function switch circuits.
RIGHT MULTI-FUNCTION SWITCH TESTS (3) From below the steering column, remove the
two screws that secure the lower steering column
CONTINUITY BETWEEN shroud to the upper shroud (Fig. 21).
SWITCH POSITION
PINS
OFF 1&6
*LOW 4&6
*MIST 4&6
HIGH 4&5
WASH 3&4
*DELAY 1&6
*The intermittent wipe logic circuit within the right
multi-function switch contains active electronic
elements, which cannot be tested using conventional
diagnostic tools. In addition, the function of the
normally open contacts of the wiper relay internal to
the switch cannot be tested properly unless the switch
is connected to battery current (Pin 4) and ground
(Pin 2). If all circuits and functions of the front wiper
system and the right multi-function switch are
operative except for the intermittent wipe, wipe-after-
wash feature, and/or the front wipers will not park,
replace the right multi-function switch with a known
good unit and test system operation again.
(4) If the right multi-function switch fails any of Fig. 21 Steering Column Shrouds Remove/Install
the continuity checks, replace the faulty switch. If 1 - LEFT MULTI-FUNCTION SWITCH
the switch is OK, test and repair the front wiper and 2 - UPPER SHROUD
washer system circuits between the right multi-func- 3 - RIGHT MULTI-FUNCTION SWITCH
4 - CLOCKSPRING
tion switch and the front wiper motor or the front 5 - IGNITION LOCK CYLINDER HOUSING
washer pump/motor as required. 6 - LOWER SHROUD
7 - SCREW (2)
REMOVAL
WARNING: TO AVOID PERSONAL INJURY OR steering column, move the tilt steering column to the
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, fully lowered position and leave the tilt release lever
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- in the released (down) position.
TEM BEFORE ATTEMPTING ANY STEERING (5) Remove both the upper and lower shrouds from
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- the steering column.
MENT PANEL COMPONENT DIAGNOSIS OR SER- (6) Disconnect the body wire harness connector for
VICE. DISCONNECT AND ISOLATE THE BATTERY the left multi-function switch from the connector
NEGATIVE (GROUND) CABLE, THEN WAIT TWO receptacle on the back of the switch.
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- (7) Disconnect the body wire harness connector for
CHARGE BEFORE PERFORMING FURTHER DIAG- the right multi-function switch from the connector
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY receptacle on the back of the switch.
TO DISABLE THE SUPPLEMENTAL RESTRAINT (8) Remove the two screws that secure the multi-
SYSTEM. FAILURE TO TAKE THE PROPER PRE- function switch assembly to the upper steering col-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- umn housing (Fig. 22).
BAG DEPLOYMENT. (9) Remove the multi-function switch assembly
from the upper steering column housing.
(1) Disconnect and isolate the battery negative (10) Remove the two small screws that secure the
cable. right multi-function switch to the left multi-function
(2) Remove the steering column opening cover switch mounting housing.
from the instrument panel. (Refer to 23 - BODY/IN- (11) Grasp the right multi-function switch control
STRUMENT PANEL/STEERING COLUMN OPEN- stalk firmly and pull the switch toward the right far
ING COVER - REMOVAL). enough to disengage the alignment pins on the top (1
(3) Install and tighten the two small screws that
secure the right multi-function switch to the left
multi-function switch mounting housing (Fig. 22).
CAUTION: Before attempting to install the multi-

function switch, be certain that the left switch con-
trol stalk is in the neutral turn signal position and
the turn signal cancel actuator is in the retracted
(neutral) position.
(4) Position the multi-function switch assembly

onto the upper steering column housing.
the multi-function switch assembly to the upper
steering column housing. Tighten the screws to 2
Nm (20 in. lbs.).
the right multi-function switch to the connector
Fig. 22 Multi-Function Switch Remove/Install receptacle on the back of the switch.
2 - SCREW (2) the left multi-function switch to the connector recep-
3 - SCREW (2) tacle on the back of the switch.
4 - RIGHT MULTI-FUNCTION SWITCH (8) Position both the upper and lower shrouds onto
5 - UPPER STEERING COLUMN HOUSING
the steering column (Fig. 23). Be certain that the
pin) and bottom (2 pins) of the right switch housing locating tabs for the left and right multi-function
from the alignment ramps on the left switch mount- switch control stalk watershields are properly
ing housing. engaged in the openings of both the upper and lower
(12) Remove the right multi-function switch from shrouds.
the left multi-function switch mounting housing.
INSTALLATION
SYSTEM. FAILURE TO TAKE THE PROPER PRE- Fig. 23 Shroud Remove/Install
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- 1 - UPPER SHROUD
BAG DEPLOYMENT. 2 - LOWER SHROUD
(1) Position the right multi-function switch to the (9) From below the steering column, install and
mounting housing of the left multi-function switch. tighten the two screws that secure the lower steering
(2) Grasp the right multi-function switch control column shroud to the upper shroud. Tighten the
stalk firmly and slide the switch to the left far screws to 2 Nm (18 in. lbs.).
enough to engage the alignment pins on the top (1 (10) If the vehicle is equipped with the optional tilt
pin) and bottom (2 pins) of the right switch housing steering column, move the tilt steering column to the
into the alignment ramps of the left multi-function fully raised position and secure it in place by moving
switch mounting housing. the tilt release lever back to the locked (up) position.
(11) Reinstall the steering column opening cover pump mounting hole. A locating tab on the bottom of
onto the instrument panel. (Refer to 23 - BODY/IN- the reservoir fits into a mating slot in the left front
STRUMENT PANEL/STEERING COLUMN OPEN- fender wheel house, and the reservoir is secured to
ING COVER - INSTALLATION). the wheel house by two screws installed through two
(12) Reconnect the battery negative cable. mounting tabs that are integral to the reservoir.
The washer reservoir cannot be repaired and, if faulty
or damaged, it must be replaced. The reservoir filler cap
WASH ER RESERV OI R is available for individual service replacement.
DESCRIPTION OPERATION
The washer fluid reservoir provides a secure,
on-vehicle storage location for a large reserve of
washer fluid for operation of the standard front and
optional rear washer systems. The washer reservoir
filler cap provides a clearly marked and readily
accessible point from which to add washer fluid to
the reservoir. The front and rear washer/pump motor
units are located in a sump area on the inboard side
of the reservoir to be certain that washer fluid will
be available to the pumps as the fluid level in the
reservoir becomes depleted. The front washer pump/
motor unit is mounted in the lowest position in the
sump so that the front washers will operate even
after the rear washer system will no longer operate.
REMOVAL
Fig. 24 Washer Reservoir (1) Disconnect and isolate the battery negative
1 - WASHER RESERVOIR cable.
2 - HOOK
3 - CAP (2) Remove the two screws that secure the washer
4 - MOUNTING TAB (2) reservoir to the left front fender wheel house (Fig. 25).
5 - FRONT WASHER PUMP/MOTOR HOLE
6 - REAR WASHER PUMP/MOTOR HOLE
7 - LOCATING TAB
A single washer fluid reservoir is used for both the

standard front and optional rear washer systems
(Fig. 24). The molded plastic washer fluid reservoir is
secured to the left front fender wheel house in the
engine compartment. A bright yellow plastic filler cap
is labeled with the International Control and Display
Symbol icon for Windshield Washer and the text
Washer Fluid Only molded into it and highlighted
in black. The cap hinges on a hinge molded into the
cap and is secured to the reservoir by a hook molded
into the top of the reservoir behind the filler neck.
The cap snaps over the open end of the filler neck
and is sealed with a rubber gasket.
There are separate, dedicated holes on the lower
inboard side of the reservoir provided for the mount-
ing of the front and rear washer/pump motor units.
On models not equipped with the optional rear
washer system, the rear washer pump/motor mount-
ing hole in the washer reservoir is sealed with a Fig. 25 Washer Reservoir Remove/Install
plastic plug. The washer pump/motor units are 1 - WASHER RESERVOIR
secured and sealed to the reservoir by the interfer- 2 - SCREW (2)
3 - LEFT FRONT FENDER
ence fit between the barbed inlet nipple of each 4 - FRONT WASHER PUMP/MOTOR
pump and a rubber grommet seal installed in each 5 - REAR WASHER PUMP/MOTOR
WASH ER RESERV OI R (Cont inue d)
(3) Lift the reservoir far enough to access the (2) If the vehicle is so equipped, reconnect the rear
washer pump/motor(s). body wire harness connector for the rear washer
(4) Disconnect the washer supply hose(s) from the pump/motor to the connector receptacle on the motor.
barbed outlet nipple(s) of the washer pump/motor (3) Reconnect the headlamp and dash wire harness
unit(s) and allow the washer fluid from the washer connector for the front washer pump/motor to the
reservoir to drain into a clean container for reuse. connector receptacle on the motor.
(5) Disconnect the headlamp and dash wire har- (4) Reconnect the washer supply hose(s) to the
ness connector for the front washer pump/motor from barbed outlet nipple(s) of the washer pump/motor
the connector receptacle on the motor. unit(s).
(6) If the vehicle is so equipped, disconnect the (5) Position the washer reservoir onto the left front
rear body wire harness connector for the rear washer fender wheel house. Be certain to insert the locating
pump/motor from the connector receptacle on the tab on the bottom of the reservoir into the locating
motor. slot in the wheel house panel.
(7) Remove the washer reservoir from the engine (6) Install and tighten the two screws that secure
compartment. the washer reservoir to the left front fender wheel
house. Tighten the screws to 8 Nm (70 in. lbs.).
INSTALLATION (7) Refill the washer reservoir with clean washer
(1) Position the washer reservoir into the engine fluid.
compartment (Fig. 25). (8) Reconnect the battery negative cable.
8R - 24 REAR WIPERS/WASHERS TJ
REAR WI PERS/WASH ERS
TABLE OF CONTENTS
page page
REAR WIPERS/WASHERS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 34

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24 REAR WIPER ARM
DIAGNOSIS AND TESTING - REAR WIPER & OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
WASHER SYSTEM ................. . . . 27 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
CLEANING - REAR WIPER & WASHER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 35
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 REAR WIPER BLADE
INSPECTION - REAR WIPER & WASHER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 36
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
REAR CHECK VALVE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 REAR WIPER MOTOR
REAR WASHER HOSES/TUBES REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 REAR WIPER MOTOR TRIM COVER
REAR WASHER NOZZLE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 REAR WIPER/WASHER SWITCH
REAR WASHER PUMP MOTOR DIAGNOSIS AND TESTING - REAR WIPER &
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 33 WASHER SWITCH . . . . . . . . . . . . . . . . . . . . . 41
REAR WI PERS/WASH ERS shaft. A plastic nut secures the threaded nipple on
the back of the nozzle to the inside of the liftglass.
Rear Washer Plumbing - The plumbing for
DESCRIPTION
the rear washer system consists of rubber hoses and
An electrically operated fixed speed rear wiper and
molded plastic fittings. The plumbing is routed along
washer system is optional factory-installed equip-
the left side of the vehicle with the body wire har-
ment on this model when it is also equipped with the
ness from the washer reservoir in the engine com-
optional hardtop roof (Fig. 1). The rear wiper and
partment, through the dash into the passenger
washer system includes the following major compo-
compartment, and back to the left rear corner of the
nents, which are described in further detail else-
body. The rear check valve splices the body wire har-
where in this service information:
ness half of the washer hose to the hardtop wire har-
Rear Check Valve - The rear washer system
ness half of the hose at the left rear corner of the
check valve is located near the belt line in the left
body. The hardtop wire harness and washer hose are
rear corner of the passenger compartment in the
routed up the left rear corner of the hardtop and over
vehicle. The rear check valve also serves as the in-
the upper liftglass opening header to the rear washer
line connector between the body wire harness half
nozzle in the upper right corner of the rear liftglass.
and the hardtop wire harness half of the rear washer
A molded plastic washer hose cap is secured by an
hose plumbing.
integral bail strap to the body wire harness half of
Rear Washer Nozzle - The rear washer nozzle
the rear washer hose near the left rear corner of the
is located in a mounting hole in the rear liftglass just
body. This cap serves to plug the rear washer hose
below and inboard of the rear wiper motor output
when the hardtop is removed from the vehicle.
TJ REAR WIPERS/WASHERS 8R - 25
REAR WI PERS/WASH ERS (Cont inue d)
Fig. 1 Rear Wiper & Washer System

1 - WIPER ARM & BLADE 4 - REAR WIPER/WASHER SWITCH
2 - WIPER MOTOR 5 - REAR WASHER PUMP/MOTOR
3 - WASHER NOZZLE 6 - REAR WASHER HOSE CAP/CHECK VALVE
Rear Washer Pump/Motor - The rear washer the instrument panel. The rear wiper and washer
pump/motor unit is located in a dedicated hole on the switch is dedicated to providing all of the driver con-
lower inboard side of the washer reservoir, on the top trols for both the rear wiper and the rear washer sys-
of the left front fender wheel house in the engine tems.
compartment. The optional rear washer pump is Rear Wiper Arm - The single rear wiper arm is
located just behind and above the standard front secured by a nut directly to the rear wiper motor out-
washer pump/motor unit on the reservoir. put shaft, which extends through a mounting hole in
Rear Wiper and Washer Switch - The rear the liftglass inboard of the upper right liftglass
wiper and washer switch is located in the accessory hinge.
switch bezel near the bottom of the center stack area Rear Wiper Blade - The single rear wiper
on the instrument panel. Only the switch rocker but- blade is secured to the rear wiper arm with an inte-
ton is visible through the lower opening of the instru- gral latch, and is parked in a horizontal position near
ment panel center bezel, the remainder of the switch the top of the liftglass when the rear wiper system is
is concealed behind the accessory switch bezel within not in operation.
Rear Wiper Motor - The rear wiper motor out- to the Off position following rear washer operation in
put shaft is the only visible component of the rear order to turn the rear wiper system off.
wiper motor. The remainder of the motor is concealed
behind a plastic trim cover on the inside of the lift- OPERATION
glass near the upper right liftglass hinge. The rear The rear wiper and washer system is designed to
wiper motor includes the motor bracket, the rear provide the vehicle operator with a convenient, safe,
wiper motor, an internal automatic resetting circuit and reliable means of maintaining visibility through
breaker, a diode, and the rear wiper motor park the rear liftglass. The various components of this sys-
switch. tem are designed to convert electrical energy pro-
Washer Reservoir - The rear washer system duced by the vehicle electrical system into the
shares a single reservoir with the front washer sys- mechanical action of the wiper blade to wipe the out-
tem, but has its own dedicated washer pump/motor side surface of the glass, as well as into the hydraulic
unit and unique plumbing provisions. The reservoir action of the washer system to apply washer fluid
is secured to the top of the left front fender wheel stored in an on-board reservoir to the area of the
house within the engine compartment of the vehicle. glass to be wiped. When combined, these components
Hard wired circuitry connects the rear wiper and provide the means to effectively maintain clear visi-
washer system components to the electrical system of bility for the vehicle operator by removing excess
the vehicle. These hard wired circuits are integral to accumulations of rain, snow, bugs, mud, or other
several wire harnesses, which are routed throughout minor debris that might be encountered while driv-
the vehicle and retained by many different methods. ing the vehicle under numerous types of inclement
These circuits may be connected to each other, to the operating conditions from the outside of the liftglass
vehicle electrical system and to the rear wiper and surface.
washer system components through the use of a com- The vehicle operator initiates all rear wiper and
bination of soldered splices, splice block connectors, washer system functions with the rear wiper and
and many different types of wire harness terminal washer switch located in the accessory switch bezel,
connectors and insulators. Refer to the appropriate just below the heater and air conditioner controls in
wiring information. The wiring information includes the center stack area of the instrument panel. Mov-
wiring diagrams, proper wire and connector repair ing the switch rocker downward to a detent position
procedures, further details on wire harness routing selects the rear wiper system fixed cycle operating
and retention, as well as pin-out and location views mode. Moving the switch rocker downward past the
for the various wire harness connectors, splices and wipe mode detent actuates the momentary rear
grounds. washer system switch.
The rear wiper and washer system will only oper-
OPERATING MODES ate when the ignition switch is in the On position.
The components of the rear wiper and washer sys- When the ignition switch is in the On position, bat-
tem are designed to work in concert to provide the tery current is directed from a fuse in the Power Dis-
following operating modes: tribution Center (PDC) to the rear wiper and washer
Continuous Wipe Mode - When the rear wiper system fuse in the fuse block. This fuse provides bat-
and washer switch rocker is moved to the Wipe posi- tery current through a fused ignition switch output
tion, the rear wiper will be operated in a continuous (run) circuit to the rear wiper and washer switch,
manner at a fixed wipe cycle speed until the switch and to one fixed contact of the rear wiper motor park
is moved to the Off position. When the Off position is switch.
selected, the rear wiper motor will continue to oper- The hard wired circuits and components of the rear
ate until the current wipe cycle is complete, then wiper and washer system may be diagnosed and
park the wiper blade in a horizontal position near tested using conventional diagnostic tools and proce-
the top of the liftglass. dures.
Washer Mode - The rear wiper and washer
switch rocker must first be moved to the Wipe detent OPERATING MODES
in order to access the momentary Wash position and Following are paragraphs that briefly describe the
operate the rear washer system. When the Wash operation of each of the rear wiper and washer sys-
position is selected, the rear washer system will dis- tem operating modes.
pense washer fluid onto the liftglass and the rear
wiper motor will operate in a continuous mode for as CONTINUOUS WIPE MODE
long as the switch is held closed. The rear wiper and When the Wipe position of the rear wiper and
washer switch rocker must be manually moved back washer switch rocker is selected, the Wipe mode cir-
cuitry within the switch directs battery current
through the rear wiper motor control circuit to the the various wire harness connectors, splices and
rear wiper motor, which causes the rear wiper to grounds.
cycle continuously at a fixed speed.
When the Off position of the rear wiper and WARNING: TO AVOID PERSONAL INJURY OR
washer switch is selected, one of two events is possi- DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
ble. The event that will occur depends upon the posi- DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
tion of the wiper blade on the liftglass at the moment TEM BEFORE ATTEMPTING ANY STEERING
that the Off position is selected. If the wiper blade is WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
in the up position on the glass when the Off position MENT PANEL COMPONENT DIAGNOSIS OR SER-
is selected, the park switch in the rear wiper motor VICE. DISCONNECT AND ISOLATE THE BATTERY
is closed to ground through the rear wiper motor con- NEGATIVE (GROUND) CABLE, THEN WAIT TWO
trol circuit input and the wiper motor ceases to oper- MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
ate. If the wiper blade is not in the up position on CHARGE BEFORE PERFORMING FURTHER DIAG-
the glass when the Off position is selected, the park NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
switch is closed to battery current through the fused TO DISABLE THE SUPPLEMENTAL RESTRAINT
ignition switch output (run) circuit. The park switch SYSTEM. FAILURE TO TAKE THE PROPER PRE-
directs this battery current to the rear wiper motor CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
brush causing the motor to continue running until BAG DEPLOYMENT.
the wiper blade is in the up position on the glass, at
which time the park switch opens the battery current (1) Check the rear wiper and washer fuse (Fuse 6 -
feed to the rear wiper motor brush and is again 20 ampere) in the fuse block. If OK, go to Step 2. If
closed to ground through the rear wiper motor con- not OK, repair the shorted circuit or component as
trol circuit input and the wiper motor ceases to oper- required and replace the faulty fuse.
ate. (2) Turn the ignition switch to the On position.
Check for battery voltage at rear wiper and washer
WASH MODE fuse (Fuse 6 - 20 ampere) in the fuse block. If OK, go
When the momentary Wash position of the rear to Step 3. If not OK, repair the open fused ignition
wiper and washer switch rocker is selected, the Wash switch output (run) circuit between the fuse block
position circuitry within the switch directs battery and the ignition switch as required.
current to the rear washer pump and to the rear (3) Turn the ignition switch to the Off position.
washer motor control circuit input of the rear wiper Disconnect and isolate the battery negative cable.
motor, which causes both the rear washer pump and Disconnect the instrument panel wire harness con-
the rear wiper motor to operate for as long as the nector for the rear wiper and washer switch from the
rear wiper and washer switch rocker is held in the switch connector receptacle. Reconnect the battery
momentary Wash position. negative cable. Turn the ignition switch to the On
position. Check for battery voltage at the fused igni-
DIAGNOSIS AND TESTING - REAR WIPER & tion switch output (run) circuit cavity of the instru-
ment panel wire harness connector for the rear wiper
WASHER SYSTEM and washer switch. If OK, go to Step 4. If not OK,
repair the open fused ignition switch output (run) cir-
WIPER SYSTEM cuit between the rear wiper and washer switch and
The diagnosis found here addresses an electrically the fuse block as required.
inoperative rear wiper system. If the rear wiper (4) Turn the ignition switch to the Off position.
motor operates, but the wiper does not move on the Disconnect and isolate the battery negative cable.
liftglass, inspect the mechanical connection between Check for continuity between the ground circuit cav-
the rear wiper arm and the rear wiper motor output ity of the instrument panel wire harness connector
shaft. If OK, replace the faulty rear wiper motor. If for the rear wiper and washer switch and a good
the wiper operates, but chatters, lifts, or does not ground. There should be continuity. If OK, go to Step
clear the glass, clean and inspect the rear wiper sys- 5. If not OK, repair the open ground circuit to ground
tem components as required. (Refer to 8 - ELECTRI- (G200) as required.
CAL/REAR WIPERS/WASHERS - INSPECTION) and (5) Test the rear wiper and washer switch continu-
(Refer to 8 - ELECTRICAL/REAR WIPERS/WASH- ity. (Refer to 8 - ELECTRICAL/REAR WIPERS/
ERS - CLEANING). Refer to the appropriate wiring WASHERS/REAR WIPER/WASHER SWITCH -
information. The wiring information includes wiring DIAGNOSIS AND TESTING). If OK, go to Step 6. If
diagrams, proper wire and connector repair proce- not OK, replace the faulty rear wiper and washer
dures, details of wire harness routing and retention, switch.
connector pin-out information and location views for
(6) Disconnect the hardtop wire harness connector MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
for the rear wiper motor from the motor pigtail wire CHARGE BEFORE PERFORMING FURTHER DIAG-
connector. Reconnect the battery negative cable. Turn NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
the ignition switch to the On position. Check for bat- TO DISABLE THE SUPPLEMENTAL RESTRAINT
tery voltage at the fused ignition switch output (run) SYSTEM. FAILURE TO TAKE THE PROPER PRE-
circuit cavity of the hardtop wire harness connector CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
for the rear wiper motor. If OK, go to Step 7. If not BAG DEPLOYMENT.
OK, repair the open fused ignition switch output (1) Turn the ignition switch to the On position.
(run) circuit between the rear wiper motor and the Place the rear wiper and washer switch rocker in the
fuse block as required. Wipe position. Check whether the rear wiper is oper-
(7) Turn the ignition switch to the Off position. ating. If OK, go to Step 2. If not OK, repair the wiper
Disconnect and isolate the battery negative cable. system as required before you proceed with washer
Check for continuity between the ground circuit cav- system diagnosis. Refer to WIPER SYSTEM.
ity of the hardtop wire harness connector for the rear (2) Turn the ignition switch to the Off position.
wiper motor and a good ground. There should be con- Disconnect and isolate the battery negative cable.
tinuity. If OK, go to Step 8. If not OK, repair the Disconnect the body wire harness connector for the
open ground circuit to ground (G302) as required. rear washer pump/motor from the pump/motor con-
(8) Check for continuity between the rear wiper nector receptacle. Check for continuity between the
motor control circuit cavity of the hardtop wire har- ground circuit cavity of the body wire harness con-
ness connector for the rear wiper motor and a good nector for the rear washer pump/motor and a good
ground. There should be no continuity. If OK, go to ground. There should be continuity. If OK, go to Step
Step 9. If not OK, repair the shorted rear wiper 3. If not OK, repair the open ground circuit to ground
motor control circuit between the rear wiper motor (G302) as required.
and the rear wiper and washer switch as required. (3) Reconnect the battery negative cable. Turn the
(9) Check for continuity between the rear wiper ignition switch to the On position. Check for battery
motor control circuit cavities of the hardtop wire har- voltage at the rear washer motor control circuit cav-
ness connector for the rear wiper motor and the ity of the body wire harness connector for the rear
instrument panel wire harness connector for the rear washer pump/motor while the rear wiper and washer
wiper and washer switch. There should be continuity. switch rocker is actuated to the Wash position. If OK,
If OK, replace the faulty rear wiper motor. If not OK, replace the faulty rear washer pump/motor unit. If
repair the open rear wiper motor control circuit not OK, go to Step 4.
between the rear wiper motor and the rear wiper and (4) Turn the ignition switch to the Off position.
washer switch as required. Disconnect and isolate the battery negative cable.
Disconnect the instrument panel wire harness con-
WASHER SYSTEM nector for the rear wiper and washer switch from the
The diagnosis found here addresses an electrically switch connector receptacle. Check for continuity
inoperative rear washer system. If the rear washer between the rear washer motor control circuit cavi-
pump/motor operates, but no washer fluid is emitted ties of the body wire harness connector for the rear
from the rear washer nozzle, be certain to check the washer pump/motor and the instrument panel wire
fluid level in the reservoir. Also inspect the rear harness connector for the rear wiper and washer
washer system components as required. (Refer to 8 - switch. There should be continuity. If OK, go to Step
ELECTRICAL/REAR WIPERS/WASHERS - INSPEC- 5. If not OK, repair the open rear washer motor con-
TION). Refer to the appropriate wiring information. trol circuit between the rear wiper and washer
The wiring information includes wiring diagrams, switch and the rear washer pump/motor as required.
proper wire and connector repair procedures, details (5) Test the rear wiper and washer switch continu-
of wire harness routing and retention, connector pin- ity. (Refer to 8 - ELECTRICAL/REAR WIPERS/
out information and location views for the various WASHERS/REAR WIPER/WASHER SWITCH -
wire harness connectors, splices and grounds. DIAGNOSIS AND TESTING). If not OK, replace the
faulty rear wiper and washer switch.
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, CLEANING - REAR WIPER & WASHER SYSTEM
TEM BEFORE ATTEMPTING ANY STEERING WIPER SYSTEM
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- The squeegee of a wiper blade exposed to the ele-
MENT PANEL COMPONENT DIAGNOSIS OR SER- ments for a long time tends to lose its wiping effec-
VICE. DISCONNECT AND ISOLATE THE BATTERY tiveness. Periodic cleaning of the squeegee is
suggested to remove any deposits of salt or road film. (1) Inspect the wiper arm for any indications of
The wiper blade, arm, and liftglass should only be damage, or contamination. If the wiper arm is con-
cleaned using a sponge or soft cloth and windshield taminated with any foreign material, clean as
washer fluid, a mild detergent, or a non-abrasive required. (Refer to 8 - ELECTRICAL/REAR WIPERS/
cleaner. If the wiper blade continues to leave streaks, WASHERS - CLEANING). If a wiper arm is damaged
smears, hazing, or beading on the glass after thor- or corrosion is evident, replace the wiper arm with a
ough cleaning of the squeegees and the glass, the new unit. Do not attempt to repair a wiper arm that
entire wiper blade assembly must be replaced. is damaged or corroded.
(2) Carefully lift the wiper blade off of the glass.
CAUTION: Protect the rubber squeegee of the wiper Note the action of the wiper arm hinge. The wiper
blade from any petroleum-based cleaners, solvents, arm should pivot freely at the hinge, but with no lat-
or contaminants. These products can rapidly deteri- eral looseness evident. If there is any binding evident
orate the rubber squeegee. in the wiper arm hinge, or there is evident lateral
play in the wiper arm hinge, replace the wiper arm.
WASHER SYSTEM CAUTION: Do not allow the wiper arm to spring
If the washer system is contaminated with foreign back against the glass without the wiper blade in
material, drain the washer reservoir by removing the place or the glass may be damaged.
front washer pump/motor from the reservoir. Clean
foreign material from the inside of both washer (3) Once proper hinge action of the wiper arm is
pump/motor inlet filter screens and the washer res- confirmed, check the hinge for proper spring tension.
ervoir using clean washer fluid, a mild detergent, or The spring tension of the wiper arm should be suffi-
a non-abrasive cleaner. Flush foreign material from cient to cause the rubber squeegee to conform to the
the washer system plumbing by first disconnecting curvature of the glass. Replace a wiper arm if it has
the rear washer supply hose from the rear washer low or no spring tension.
nozzle, then running the rear washer pump/motor to (4) Inspect the wiper blade and squeegee for any
run clean washer fluid or water through the system. indications of damage, contamination, or rubber dete-
A plugged or restricted washer nozzle should be care- rioration (Fig. 2). If the wiper blade or squeegee is
fully back-flushed using compressed air. If the contaminated with any foreign material, clean them
washer nozzle obstruction cannot be cleared, replace and the glass as required. (Refer to 8 - ELECTRI-
the washer nozzle. CAL/REAR WIPERS/WASHERS - CLEANING). If
after cleaning the wiper blade and the glass, the
CAUTION: Never introduce petroleum-based clean- wiper blade fails to clear the glass without smearing,
ers, solvents, or contaminants into the washer sys- streaking, chattering, hazing, or beading, replace the
tem. These products can rapidly deteriorate the wiper blade. Also, if a wiper blade is damaged or if
rubber seals and hoses of the washer system, as the squeegee rubber is damaged or deteriorated,
well as the rubber squeegee of the wiper blade. replace the wiper blade with a new unit. Do not
attempt to repair a wiper blade that is damaged.
CAUTION: Never use compressed air to flush the
WASHER SYSTEM
washer system plumbing. Compressed air pres-
The washer system components should be
sures are too great for the washer system plumbing
inspected periodically, not just when washer perfor-
components and will result in further system dam-
mance problems are experienced. This inspection
age. Never use sharp instruments to clear a
should include the following points:
plugged washer nozzle or damage to the nozzle ori-
(1) Check for ice or other foreign material in the
fice and improper nozzle spray patterns will result.
washer reservoir. If contaminated, clean and flush
the washer system. (Refer to 8 - ELECTRICAL/
INSPECTION - REAR WIPER & WASHER REAR WIPERS/WASHERS - CLEANING).
(2) Inspect the washer plumbing for pinched, leak-
SYSTEM ing, deteriorated, or incorrectly routed hoses and
damaged or disconnected hose fittings. Replace dam-
WIPER SYSTEM aged or deteriorated hoses and hose fittings. Leaking
The rear wiper blade and wiper arm should be washer hoses can sometimes be repaired by cutting
inspected periodically, not just when wiper perfor- the hose at the leak and splicing it back together
mance problems are experienced. This inspection using an in-line connector fitting. Similarly, sections
should include the following points: of deteriorated hose can be cut out and replaced by
splicing in new sections of hose using in-line connec-
Fig. 3 Rear Check Valve

1 - LEFT REAR SEAT BELT RETRACTOR TRIM COVER
2 - HARDTOP WIRE HARNESS
3 - BODY WIRE HARNESS
4 - REAR WASHER HOSE CAP
5 - REAR CHECK VALVE
adjusted or repaired and, if faulty or damaged, it

must be replaced.
Fig. 2 Wiper Blade Inspection OPERATION

1 - WORN OR UNEVEN EDGES The rear check valve provides more than one func-
2 - ROAD FILM OR FOREIGN MATERIAL DEPOSITS tion in this application. It serves as an in-line con-
3 - HARD, BRITTLE, OR CRACKED
4 - DEFORMED OR FATIGUED
nector fitting between the body and hardtop sections
5 - SPLIT of the rear washer supply hose. It prevents washer
6 - DAMAGED SUPPORT COMPONENTS fluid from draining out of the rear washer supply
hoses back to the washer reservoir. This drain-back
tor fittings. Whenever routing a washer hose or a would result in a lengthy delay from when the rear
wire harness containing a washer hose, it must be washer switch is actuated until washer fluid was dis-
routed away from hot, sharp, or moving parts. Also, pensed through the rear washer nozzle, because the
sharp bends that might pinch the washer hose must rear washer pump would have to refill the rear
be avoided. washer plumbing from the reservoir to the nozzle.
Such a drain-back condition could also result in
water, dirt, or other outside contaminants being
REAR CH ECK VALV E siphoned into the washer system through the washer
nozzle orifice. This water could subsequently freeze
DESCRIPTION and plug the nozzle, while other contaminants could
Models equipped with the optional rear wiper and interfere with proper nozzle operation and cause
washer system have a rear check valve (Fig. 3). The improper nozzle spray patterns. In addition, the rear
rear check valve is located in the rear washer plumb- check valve prevents washer fluid from siphoning out
ing connection between the rear washer supply hose through the rear washer nozzle after the rear washer
in the body wire harness and the rear washer supply system is turned Off.
hose in the hardtop wire harness, near the belt line When the rear washer pump pressurizes and
in the left rear corner of the vehicle. The check valve pumps washer fluid from the reservoir through the
consists of a molded plastic valve body with a raised rear washer plumbing, the fluid pressure unseats a
center section that is tapered in the direction of the check ball from a seat within the valve by overriding
flow through the valve. A barbed hose nipple is the pressure applied to the ball within the valve by a
formed on each side of the raised center section of small coiled spring (Fig. 4). With the check ball
the valve body. Within the check valve body, a small unseated, washer fluid is allowed to flow toward the
check ball is held against an integral valve seat by a rear washer nozzle. When the washer pump stops
small coiled spring. The rear check valve cannot be operating, the spring pressure on the check ball seats
REAR CH ECK VALV E (Cont inue d)
the ball in the valve and fluid flow in either direction (2) With the tapered end of the check valve
within the rear washer plumbing is prevented. The pointed in the direction of the system flow (Fig. 6),
rear check valve cannot be adjusted or repaired and, reconnect the body wire harness half of the washer
if faulty or damaged, it must be replaced. supply hose to the barbed nipple of the rear check
valve.
Fig. 4 Rear Check Valve

1 - TO RESERVOIR Fig. 6 Rear Washer System Check Valve
2 - CHECK BALL 1 - TO RESERVOIR
3 - SPRING 2 - CHECK BALL
4 - TO REAR NOZZLE 3 - SPRING
4 - TO REAR NOZZLE
REMOVAL
(1) Disconnect the hardtop wire harness half of the (3) Reconnect the hardtop wire harness half of the
washer supply hose from the barbed nipple of the washer supply hose to the other barbed nipple of the
rear check valve (Fig. 5). rear check valve.
REAR WASH ER H OSES/T U BES

DESCRIPTION
The rear washer plumbing consists of small diam-
eter rubber hose that is integral to and routed with
the body wire harness from the barbed outlet nipple
of the rear washer pump/motor on the washer reser-
voir through the dash panel to the left cowl side
inner panel under the instrument panel. The washer
hose and wire harness pass from the engine compart-
ment into the passenger compartment through a rub-
ber grommet in a dedicated hole near the left side of
the lower dash panel.
The body wire harness and washer hose are routed
from the left cowl side inner panel, along the left
Fig. 5 Rear Check Valve Remove/Install door opening sill, then up the B-pillar and along the
1 - LEFT REAR SEAT BELT RETRACTOR TRIM COVER upper inner edge of the left rear fender panel to the
2 - HARDTOP WIRE HARNESS
3 - BODY WIRE HARNESS left rear corner of the passenger compartment. At the
4 - REAR WASHER HOSE CAP left rear corner of the passenger compartment the
5 - REAR CHECK VALVE hose connects to the rear check valve, which also
serves as an in-line connector between the body and
(2) Disconnect the body wire harness half of the hardtop halves of the rear washer supply hose.
washer supply hose from the other barbed nipple of There is also a washer hose cap attached by an
the rear check valve. integral clip and bail strap to the body half of the
(3) Remove the rear check valve from the left rear washer supply hose just below the rear check valve
corner of the vehicle near the belt line. (Fig. 7). When the hardtop is removed from the vehi-
cle the body half of the washer hose must be discon-
INSTALLATION nected from the rear check valve. The washer hose
(1) Position the rear check valve into the left rear cap is used to plug the body half of the washer hose
corner of the vehicle near the belt line. after it is disconnected from the check valve.
REAR WASH ER H OSES/T U BES (Cont inue d)
REAR WASH ER N OZ Z LE
DESCRIPTION
Fig. 7 Rear Washer Hose Cap

1 - WASHER HOSE CAP
Fig. 8 Rear Washer Nozzle
2 - REAR WASHER SUPPLY HOSE - BODY HALF 1 - REAR WIPER BLADE
2 - LIFTGLASS
The hardtop half of the rear washer supply hose is 3 - REAR WIPER ARM
4 - REAR WIPER MOTOR OUTPUT SHAFT
routed with the hardtop wire harness through the 5 - MOUNTING STUD
left rear pillar and across the upper liftglass opening 6 - REAR WASHER NOZZLE
reinforcement to the rear washer nozzle located near
the right liftglass hinge. The hardtop washer hose is The rear washer nozzle is a fluidic-type unit con-
connected directly to the barbed nipple of the rear structed of molded plastic. The molded hood of the
washer nozzle on the inside of the liftglass. washer nozzle is visible on the outside of the liftglass
Washer hose is available for service only as roll just below and inboard of the rear wiper motor out-
stock, which must then be cut to length. For service put shaft (Fig. 8). The remainder of the rear washer
replacement of the hose that is integral to the hard- nozzle and its plumbing connection are concealed
top or body wire harnesses, it is suggested that a behind the rear wiper motor trim cover secured to
suitable length of washer hose be carefully routed the rear wiper motor bracket on the inside of the lift-
along and secured to the outside of the harness. The glass. On the back of the nozzle is an externally
molded plastic washer hose fittings cannot be threaded and barbed nipple that is inserted through
repaired. If these fittings are faulty or damaged, they a rubber gasket and a mounting hole from the out-
must be replaced. side of the liftglass, and is secured to the inside of
the liftglass with a plastic nut. The rear washer noz-
OPERATION zle cannot be adjusted or repaired. If faulty or dam-
Washer fluid in the washer reservoir is pressurized aged, the entire nozzle unit must be replaced.
and fed by the rear washer pump/motor through the
rear washer system plumbing and fittings to the rear OPERATION
washer nozzle located near the rear wiper motor out- The rear washer nozzle is designed to dispense
put shaft on the outside of the hardtop liftglass. washer fluid into the wiper pattern area on the out-
Whenever routing the washer hose or a wire harness side of the liftglass. Pressurized washer fluid is fed to
containing a washer hose, it must be routed away the nozzle from the washer reservoir by the rear
from hot, sharp, or moving parts; and, sharp bends washer pump/motor through a single hose, which is
that might pinch the hose must be avoided. attached to a barbed nipple on the back of the rear
washer nozzle behind the rear wiper motor trim
cover on the inside of the liftglass. A fluidic matrix
within the washer nozzle causes the pressurized
washer fluid to be emitted from the nozzle orifice as
a fan-like stream to more effectively cover a larger
area of the glass to be cleaned.
REAR WASH ER N OZ Z LE (Cont inue d)
REMOVAL REAR WASH ER PU M P M OT OR

(1) Remove the trim cover from the rear wiper
motor on the inside of the liftglass. (Refer to 8 - DESCRIPTION
ELECTRICAL/REAR WIPERS/WASHERS/REAR
WIPER MOTOR TRIM COVER - REMOVAL).
(2) From the inside of the liftglass, disconnect the
rear washer supply hose from the barbed nipple on
the back of the rear washer nozzle (Fig. 9).
Fig. 10 Washer Pump/Motor

1 - MOTOR
Fig. 9 Rear Washer Nozzle Remove/Install 2 - CONNECTOR RECEPTACLE
1 - LIFTGLASS (INSIDE) 3 - OUTLET NIPPLE
2 - GROMMET 4 - INLET NIPPLE
3 - PLASTIC NUT 5 - PUMP
4 - REAR WASHER SUPPLY HOSE
5 - REAR WIPER MOTOR The rear washer pump/motor unit is located on the
inboard side just behind and above the front washer
(3) While holding the hood of the rear washer noz- pump/motor on the washer reservoir (Fig. 10). The
zle securely from the outside of the liftglass, remove washer reservoir is located on the top of the left front
the plastic nut that secures the threaded nipple of fender wheel house in the engine compartment. A
the rear washer nozzle to the inside of the liftglass. small permanently lubricated and sealed electric
(4) From the inside of the liftglass, push the nipple motor is coupled to the rotor-type washer pump. A
of the rear washer nozzle out through the mounting seal flange with a barbed inlet nipple on the pump
hole in the liftglass. housing passes through a rubber grommet seal
(5) Remove the rear washer nozzle and rubber gas- installed in a dedicated mounting hole in the sump
ket from the outside of the liftglass. area near the bottom of the washer reservoir. The
rear washer pump/motor unit is always mounted in
INSTALLATION the rearward-most upper mounting hole of the reser-
(1) Position the rear washer nozzle and rubber voir. An integral filter screen is located within the
gasket to the outside of the liftglass with the orifice pump inlet nipple. When the pump is installed in the
of the nozzle aimed at the nozzle alignment arrow- reservoir a barbed outlet nipple on the pump housing
head visible on the outside of the glass. connects the unit to the washer system through the
(2) From the inside of the liftglass, install and front washer supply hose.
tighten the plastic nut that secures the threaded nip- The washer pump/motor unit is retained on the
ple on the back of the rear washer nozzle to the reservoir by the interference fit between the barbed
inside of the liftglass (Fig. 9). Tighten the nut to 1 pump inlet nipple and the grommet seal, which is a
Nm (8 in. lbs.). light press fit. An integral connector receptacle
(3) Reconnect the rear washer supply hose to the between the motor housing and the pump housing
barbed nipple of the rear washer nozzle. connects the unit to the vehicle electrical system. A
(4) Reinstall the trim cover onto the rear wiper small capacitor internal to the connector receptacle
motor on the inside of the liftglass. (Refer to 8 - insulator is connected in parallel with the motor
ELECTRICAL/REAR WIPERS/WASHERS/REAR leads to control ElectroMagnetic Interference (EMI)
WIPER MOTOR TRIM COVER - INSTALLATION).
REAR WASH ER PU M P M OT OR (Cont inue d)
created by washer motor operation. The rear washer
pump/motor unit cannot be repaired. If faulty or
damaged, the entire washer pump/motor unit must
be replaced.
OPERATION
The rear washer pump/motor unit features a small
Direct Current (DC) electric motor. The motor is con-
nected to the vehicle electrical system through a sin-
gle take out and two-cavity connector of the body
wire harness. The motor is grounded at all times
through a take out of the body wire harness with a
single eyelet terminal connector that is secured
under a ground screw to the left cowl side inner
panel below the instrument panel in the passenger
compartment. The motor receives battery current
through the closed contacts of the momentary rear Fig. 11 Washer Pump/Motor Remove/Install
washer switch circuitry within the rear wiper and 1 - REAR BODY WIRE HARNESS
washer switch unit only when the bottom of the 2 - WASHER RESERVOIR
3 - REAR WASHER PUMP/MOTOR
switch rocker is pushed towards the instrument 4 - HEADLAMP & DASH WIRE HARNESS
panel. 5 - FRONT WASHER SUPPLY HOSE
Washer fluid is gravity-fed from the washer reser- 6 - FRONT WASHER PUMP/MOTOR
7 - REAR WASHER SUPPLY HOSE
voir to the inlet side of the washer pump. When the
pump motor is energized, the motor spins the rotor
within the rotor-type washer pump. The spinning INSTALLATION
pump rotor pressurizes the washer fluid and forces it (1) Install a new rubber grommet seal into the
through the pump outlet nipple, the rear washer rear washer pump/motor mounting hole of the
plumbing, and the rear washer nozzle onto the lift- washer reservoir.
glass. The rear washer pump/motor unit can be diag- (2) Position the rear washer pump/motor inlet nip-
nosed using conventional diagnostic tools and ple to the mounting hole in the washer reservoir
methods. (Fig. 11).
(3) Using hand pressure, firmly and evenly press
REMOVAL on the rear washer pump/motor to engage the inlet
(1) Disconnect and isolate the battery negative nipple through the rubber grommet seal into the
cable. washer reservoir. Care must be taken not to damage
(2) Disconnect the washer supply hose from the the washer reservoir.
barbed outlet nipple of the rear washer pump/motor (4) Reconnect the body wire harness connector for
and allow the washer fluid from the washer reservoir the rear washer pump/motor to the washer pump/mo-
to drain into a clean container for reuse (Fig. 11). tor connector receptacle.
(3) Disconnect the body wire harness connector (5) Reconnect the rear washer supply hose to the
from the connector receptacle for the rear washer barbed outlet nipple of the rear washer pump/motor.
pump/motor. (6) Refill the washer reservoir with the washer
(4) Using a trim stick or another suitable wide fluid drained from the reservoir during the removal
flat-bladed tool, gently pry the barbed inlet nipple of procedure.
the rear washer pump/motor unit out of the rubber (7) Reconnect the battery negative cable.
grommet seal in the washer reservoir. Care must be
taken not to damage the washer reservoir. REAR WI PER ARM
(5) Remove the rear washer pump/motor unit from
the washer reservoir.
(6) Remove the rubber grommet seal from the rear
DESCRIPTION
washer pump/motor mounting hole in the washer The rear wiper arm is the rigid member located
reservoir and discard. between the rear wiper motor output shaft that pro-
trudes from the outside of the liftglass near the right
liftglass hinge and the rear wiper blade (Fig. 12).
This wiper arm features an over-center hinge that
allows easy access to the liftglass for cleaning. The
wiper arm has a die cast metal pivot end with a
REAR WI PER ARM (Cont inue d)
shaft and the pivot cover hinges and snaps over this
connection for a neat appearance. The spring-loaded
wiper arm hinge controls the down-force applied
through the tip of the wiper arm to the wiper blade
on the glass. The hook formation on the tip of the
wiper arm provides a cradle for securing and latching
the wiper blade pivot block to the wiper arm.
REMOVAL
(1) Lift the rear wiper arm pivot cover by lifting it
at the rear wiper motor output shaft end of the arm
(Fig. 13).
Fig. 12 Rear Wiper Arm

1 - HOOK
2 - STRAP
3 - CHANNEL
4 - HINGE PIN
5 - COVER
6 - PIVOT END
7 - TENSION SPRING
large tapered mounting hole at one end. A molded

plastic pivot cover is secured loosely to and pivots on
the wiper arm hinge pin to conceal the wiper arm
retaining nut.
The wide end of a tapered, stamped steel channel
is secured with a hinge pin to the pivot end of the Fig. 13 Rear Wiper Arm Remove/Install
wiper arm. One end of a long, rigid, stamped steel 1 - LATCH
strap, with a small hole near its pivot end, is riveted 2 - WIPER ARM PIVOT END
and crimped within the narrow end of the stamped
steel channel. The tip of the wiper blade end of this (2) Remove the nut that secures the rear wiper
strap is bent back under itself to form a small hook. arm to the rear wiper motor output shaft.
Concealed within the stamped steel channel, one end (3) Lift the rear wiper arm to its over-center posi-
of a long spring is engaged with a wire hook on the tion to hold the wiper blade off of the glass and
underside of the die cast pivot end, while the other relieve the spring tension on the wiper arm to rear
end of the spring is hooked through the small hole in wiper motor output shaft connection.
the steel strap. The entire wiper arm has a satin (4) If necessary, use a battery terminal puller to
black finish applied to all of its visible surfaces. disengage the wiper arm from the rear wiper motor
A wiper arm cannot be adjusted or repaired. If output shaft splines (Fig. 14).
damaged or faulty, the entire wiper arm unit must be (5) Remove the rear wiper arm pivot end from the
replaced. motor output shaft.
The rear wiper arm is designed to mechanically
transmit the motion from the rear wiper motor out- NOTE: Be certain that the rear wiper motor is in the
put shaft to the rear wiper blade. The wiper arm park position before attempting to install the wiper
must be properly indexed to the motor output shaft arm. Turn the ignition switch to the On position and
in order to maintain the proper wiper blade travel on move the rear wiper and washer switch rocker to its
the glass. The tapered hole in the wiper arm pivot Off position. If the wiper motor output shaft moves,
end interlocks with the serrations on the outer cir- wait until it stops moving, then turn the ignition
cumference of the tapered motor output shaft, allow- switch back to the Off position. The wiper motor is
ing positive engagement and finite adjustment of this now in its park position.
connection. A hex nut secures the wiper arm pivot
end to the threads on the rear wiper motor output
REAR WI PER ARM (Cont inue d)
(5) Wet the liftglass, then operate the rear wiper.
Turn the wiper switch to the Off position, then check
for the correct wiper arm position and readjust as
required.
REAR WI PER BLADE

DESCRIPTION
Fig. 14 Wiper Arm Puller - Typical

1 - WIPER ARM
2 - WIPER PIVOT
3 - BATTERY TERMINAL PULLER
(1) The rear wiper arm must be indexed to the

rear wiper motor output shaft with the motor in the
park position to be properly installed. Position the
rear wiper arm pivot end onto the motor output shaft
so that the wiper blade is parallel to the lower edge
of the upper liftglass blackout area (Fig. 15). Fig. 16 Rear Wiper Blade
1 - SUPERSTRUCTURE
2 - PIVOT PIN
3 - LATCH RELEASE
4 - PIVOT BLOCK
5 - CLAW
6 - FLEXOR
7 - ELEMENT
The rear wiper blade is secured by an integral

latching pivot block to the hook formation on the tip
of the rear wiper arm, and rests in a horizontal posi-
tion on the glass near the top of the liftglass when
the wiper is not in operation (Fig. 16). The wiper
Fig. 15 Rear Wiper Arm Installation blade consists of the following components:
Superstructure - The superstructure includes
1 - LIFTGLASS BLACKOUT AREA
a stamped steel bridge and plastic links with claw
(2) Once the wiper blade is indexed to the rear formations that grip the wiper blade element. Also
wiper motor output shaft, lift the rear wiper arm to included in this unit is the latching, molded plastic
its over-center position to hold the wiper blade off of pivot block that secures the superstructure to the
the glass and relieve the spring tension on the wiper wiper arm. All of the metal components of the wiper
arm to rear wiper motor output shaft connection. blade have a satin black finish applied.
Using hand pressure, push the tapered hole in the Element - The wiper element or squeegee is the
pivot end of the wiper arm down firmly and evenly resilient rubber member of the wiper blade that con-
over the rear wiper motor output shaft (Fig. 13). tacts the glass.
(3) Install and tighten the nut that secures the Flexor - The flexor is a rigid metal component
wiper arm to the rear wiper motor output shaft. running along the length of each side of the wiper
Tighten the nut to 12 Nm (9 ft. lbs.). Do not over- element where it is gripped by the claws of the
tighten. superstructure.
(4) Gently lower the wiper arm until the wiper All models with the optional rear wiper and
blade rests on the glass. washer system have a single 46.00 centimeter (18.00
inch) rear wiper blade with a non-replaceable rubber
element (squeegee). The wiper blade cannot be
REAR WI PER BLADE (Cont inue d)
adjusted or repaired. If faulty, worn, or damaged the (4) Extract the hook formation on the tip of the
entire wiper blade unit must be replaced. wiper arm from the opening in the wiper blade
superstructure ahead of the wiper blade pivot block/
OPERATION latch unit.
The rear wiper blade is moved back and forth
across the glass by the wiper arm when the rear CAUTION: Do not allow the wiper arm to spring
wiper system is in operation. The wiper blade super- back against the liftglass without the wiper blade in
structure is the flexible frame that grips the wiper place or the glass may be damaged.
blade element and evenly distributes the force of the
(5) Gently lower the wiper arm tip onto the glass.
spring-loaded wiper arm along the length of the ele-
ment. The combination of the wiper arm force and
the flexibility of the superstructure makes the ele- INSTALLATION
ment conform to and maintain proper contact with
NOTE: The notched end of the wiper element flexor
the liftglass, even as the blade is moved over the var-
should always be oriented towards the end of the
ied curvature found across the glass surface.
wiper blade that is nearest to the rear wiper motor
The wiper element flexor provides the claws of the
output shaft.
blade superstructure with a rigid, yet flexible compo-
nent on the element which can be gripped. The rub- (1) Lift the rear wiper arm off of the liftglass.
ber element is designed to be stiff enough to (2) Position the rear wiper blade near the hook for-
maintain an even cleaning edge as it is drawn across mation on the tip of the arm with the notched end of
the glass, but resilient enough to conform to the the wiper element flexor oriented towards the end of
glass surface and flip from one cleaning edge to the the wiper arm that is nearest to the rear wiper motor
other each time the wiper blade changes directions. output shaft.
(3) Insert the hook formation on the tip of the
REMOVAL wiper arm through the opening in the wiper blade
superstructure ahead of the wiper blade pivot block/
NOTE: The notched end of the wiper element flexor latch unit far enough to engage the pivot block with
should always be oriented towards the end of the the hook (Fig. 17).
wiper blade that is nearest to the rear wiper motor (4) Slide the wiper blade pivot block/latch up into
output shaft.
the hook formation on the tip of the wiper arm until
(1) Lift the rear wiper arm to raise the wiper blade the latch release tab snaps into its locked position.
and element off of the liftglass. (5) Gently lower the wiper blade onto the liftglass.
(2) To remove the wiper blade from the wiper arm,
push the pivot block latch release tab under the tip REAR WI PER M OT OR
of the arm and slide the blade away from the tip
towards the rear wiper motor output shaft end of the
arm (Fig. 17).
DESCRIPTION
The rear wiper motor is concealed behind a molded
plastic trim cover on the inside of the liftglass near
the right liftglass hinge at the top of the glass. A
large blackout area of the liftglass conceals the unit
from the exterior of the vehicle. The end of the motor
output shaft that protrudes through a large rubber
grommet in the liftglass to drive the rear wiper arm
and blade is the only visible component of the rear
wiper motor (Fig. 18). A large flat washer and a nut
secure and seal the motor output shaft to the outside
of the liftglass, while a rubber insulator in a slot on
the outboard upper corner of the motor bracket is
secured by a stud and nut to the inside of the lift-
Fig. 17 Wiper Blade Remove/Install - Typical
glass near the right liftglass hinge. The connector of
1 - RELEASE TAB
a short pigtail harness is secured to a tab on the
(3) Slide the rear wiper blade away from the tip of back of the motor bracket, and connects the rear
the arm towards the pivot end of the arm far enough wiper motor to the vehicle electrical system through
to disengage the pivot block from the hook formation a dedicated take out and connector of the hardtop
on the end of the arm.
REAR WI PER M OT OR (Cont inue d)
sion components. The park switch alternately closes
the wiper motor brush to the rear wiper and washer
switch output or to a fused ignition switch output
(run) circuit, depending upon the position of the
wiper on the glass. This feature allows the motor to
complete its current wipe cycle after the wiper sys-
tem has been turned Off, and to park the wiper blade
in the uppermost portion of the wipe pattern.
The wiper motor transmission converts the rotary
output of the wiper motor to the back and forth wip-
ing motion of the rear wiper arm and blade on the
liftglass. The rear wiper motor may be diagnosed
using conventional diagnostic tools and methods.
Fig. 18 Rear Wiper Motor
1 - OUTPUT SHAFT
REMOVAL
2 - TRANSMISSION (1) Disconnect and isolate the battery negative
3 - PIGTAIL CONNECTOR (ON BACK) cable.
4 - INSULATOR
5 - BRACKET (2) Remove the rear wiper arm from the rear
6 - MOTOR wiper motor output shaft. (Refer to 8 - ELECTRI-
7 - PIGTAIL WIRES CAL/REAR WIPERS/WASHERS/REAR WIPER ARM
- REMOVAL).
wire harness. The rear wiper motor consists of the (3) Remove the nut that secures the threaded
following major components: sleeve of the rear wiper motor output shaft to the
Bracket - The rear wiper motor bracket consists outside of the liftglass (Fig. 19).
of a stamped steel mounting plate that is secured
with screws to the wiper motor and transmission. A
rubber insulator in a slot on the upper outboard cor-
ner of the bracket is secured by a nut and washer to
a stud on the inside surface of the liftglass. An inte-
gral tab on the back of the bracket supports the
wiper motor pigtail wire connector.
Motor - The single-speed permanent magnet
rear wiper motor is secured with screws to the rear
wiper motor bracket. The wiper motor includes an
integral transmission, a motor output shaft, a diode,
and the rear wiper motor park switch.
The rear wiper motor cannot be adjusted or
repaired. If any component of the motor is faulty or
damaged, the entire rear wiper motor unit must be
replaced. The motor output shaft grommet, washer
and nut are available for individual service replace-
ment. Fig. 19 Rear Wiper Motor Output Shaft
1 - WASHER
OPERATION 2
3
-
-
NUT
GROMMET
The rear wiper motor operation is controlled by the 4 - STUD
vehicle operator through battery current inputs 5 - LIFTGLASS
received by the rear wiper motor from the rear wiper 6 - REAR WASHER NOZZLE
7 - REAR WIPER MOTOR OUTPUT SHAFT
and washer switch on the instrument panel, and the
rear wiper motor park switch, which control current (4) Remove the washer from the rear wiper motor
flow to the wiper motor brushes. An internal diode output shaft sleeve.
protects the motor from feedback through the park (5) Remove the trim cover from the rear wiper
switch when the switch is closed to the fused ignition motor on the inside of the liftglass. (Refer to 8 -
switch output (run) circuit. An internal circuit ELECTRICAL/REAR WIPERS/WASHERS/REAR
breaker protects the motor from overloads. WIPER MOTOR TRIM COVER - REMOVAL).
The park switch is a single pole, single throw,
momentary switch within the wiper motor that is
mechanically actuated by the wiper motor transmis-
REAR WI PER M OT OR (Cont inue d)
(6) Disconnect the hardtop wire harness connector (4) Install and tighten the nut and washer that
for the rear wiper motor from the motor pigtail wire secures the rear wiper motor bracket insulator to the
connector. stud on the liftglass. Tighten the nut to 6 Nm (54 in.
(7) Remove the nut and washer that secures the lbs.).
rear wiper motor bracket insulator to the stud on the (5) From the outside of the liftglass, reinstall the
liftglass (Fig. 20). washer over the rear wiper motor output shaft sleeve
(Fig. 19).
threaded sleeve of the rear wiper motor output shaft
to the outside of the liftglass. Tighten the nut to 5
Nm (44 in. lbs.).
(7) Reconnect the hardtop wire harness connector
for the rear wiper motor to the motor pigtail wire
connector.
(8) Reinstall the trim cover over the rear wiper
motor on the inside of the liftglass. (Refer to 8 -
ELECTRICAL/REAR WIPERS/WASHERS/REAR
WIPER MOTOR TRIM COVER - INSTALLATION).
(9) Reinstall the rear wiper arm onto the rear
wiper motor output shaft. (Refer to 8 - ELECTRI-
CAL/REAR WIPERS/WASHERS/REAR WIPER ARM
- INSTALLATION).
Fig. 20 Rear Wiper Motor Bracket
1 - BRACKET
2
3
-
-
INSULATOR
RIGHT LIFTGLASS HINGE
REAR WI PER M OT OR T RI M
4
5
-
-
LIFTGLASS
WASHER
COV ER
6 - STUD
7 - NUT REMOVAL
(1) From the inside of the liftglass, remove the
(8) Remove the washer from the stud that secures three screws that secure the rear wiper motor trim
the rear wiper motor bracket insulator to the lift- cover to the motor mounting bracket (Fig. 21).
glass.
(9) From the inside of the liftglass, gently pull the
rear wiper motor away from the liftglass until the
output shaft clears the rubber grommet in the lift-
glass output shaft hole.
(10) Remove the rear wiper motor and mounting
bracket from the liftglass as a unit.
(11) Remove the rubber grommet from the outside
of the liftglass output shaft hole.
INSTALLATION
(1) Install the rubber grommet from the outside of
the liftglass output shaft hole. Be certain that the
alignment arrow molded into the outer flange of the
grommet is aligned with the arrowhead imprinted on
the glass below the output shaft hole.
(2) Position the rear wiper motor to the inside of
the liftglass with the output shaft inserted through Fig. 21 Rear Wiper Motor Trim Cover Remove/Install
the rubber grommet and the mounting bracket insu- 1 - SCREW (3)
lator installed over the stud on the inside of the lift- 2 - TRIM COVER
3 - REAR WIPER MOTOR
glass (Fig. 20). 4 - LIFTGLASS
(3) Reinstall the washer onto the stud that secures
the rear wiper motor bracket insulator to the lift- (2) Remove the trim cover from the rear wiper
glass. motor mounting bracket.
REAR WI PER M OT OR T RI M COV ER (Cont inue d)
INSTALLATION
(1) From the inside of the liftglass, position the
trim cover onto the rear wiper motor mounting
bracket (Fig. 21).
the trim cover to the rear wiper motor mounting
bracket. Tighten the screws to 1 Nm (10 in. lbs.).
REAR WI PER/WASH ER
SWI T CH
DESCRIPTION
Fig. 23 Rear Wiper/Washer Switch

2 - HOUSING
3 - TOGGLE BUTTON
The rear wiper and washer switch is secured by a

snap fit within a dedicated receptacle molded into
the back of the accessory switch bezel. A single six
pin connector receptacle is molded into the back of
the switch housing. A dedicated take out and connec-
tor of the instrument panel wire harness connects
the switch to the vehicle electrical system. The rear
wiper and washer switch contains switches and cir-
cuitry to control both the rear wiper and the rear
washer functions. The rear wiper and washer switch
cannot be repaired and, if faulty or damaged, the
2 - REAR WINDOW DEFOGGER SWITCH (HARDTOP ONLY)
entire switch unit must be replaced. The incandes-
3 - REAR WIPER/WASHER SWITCH (HARDTOP ONLY) cent switch illumination bulb and bulb holder unit is
4 - OVERDRIVE-OFF SWITCH (AUTOMATIC TRANSMISSION available for individual service replacement.
ONLY)
5 - AXLE LOCK SWITCH (OFF ROAD PACKAGE ONLY)
6 - PASSENGER AIRBAG ON/OFF SWITCH (WITHOUT REAR OPERATION
SEAT ONLY)
7 - ACCESSORY POWER OUTLET
The rear wiper and washer switch uses convention-
8 - CIGAR LIGHTER ally switched outputs to control the functions and
features of the rear wiper and washer system. The
The rear wiper and washer switch is located in the switch receives battery current on a fused ignition
accessory switch bezel near the bottom of the instru- switch output (run) circuit from a fuse in the Power
ment panel center stack area on the instrument Distribution Center (PDC) through the rear wiper
panel (Fig. 22). Only the single switch toggle button and washer system fuse in the fuse block whenever
is visible through the opening of the accessory switch the ignition switch is in the On position. The switch
bezel (Fig. 23). The remainder of the switch is con- receives a path to ground at all times through a
cealed behind the accessory switch bezel within the through a take out of the instrument panel wire har-
instrument panel. The single two-function switch ness with an eyelet terminal connector that is
housing and switch toggle button are molded from secured by a ground screw to the support structure
black plastic. The switch toggle button is clearly near the driver side end of the instrument panel.
identified by a white graphic of the International The rear wiper and washer switch features detents
Control and Display Symbol icon for Rear Wiper and in the Off and Wipe positions, and a momentary
Washer, making it clearly visible in daylight. When Wash position. When the switch toggle button is in
illuminated from behind by an integral panel lamps the Off position it provides a ground path to the park
dimmer controlled illumination lamp with the exte- switch within the rear wiper motor. The park switch
rior lamps turned On, the white graphic appears uses this ground path to operate the rear wiper
blue-green. motor until the wiper blade is in its parked position,
REAR WI PER/WASH ER SWI T CH (Cont inue d)
or until the ignition switch is turned to the Off posi- (2) Using an ohmmeter, check the rear wiper and
tion, whichever occurs first. When the switch toggle washer switch continuity at the switch terminals as
button is depressed downward to its Wipe detent shown in the Rear Wiper & Washer Switch Continu-
position, the switch provides ignition switched bat- ity chart (Fig. 24).
tery current to the rear wiper motor and the rear
wiper system operates. When the switch toggle but-
ton is depressed downward to the momentary Wash
position, the switch provides ignition switched bat-
tery current to both the rear wiper motor and the
rear washer pump motor for as long as the switch is
held depressed. Refer to the owners manual in the
vehicle glove box for more information on the fea-
tures, use and operation of the rear wiper and
washer switch.
The incandescent switch illumination lamp is con-
trolled by a lamp driver output from the instrument
cluster based upon the panel lamps dimmer input to
the cluster from the left multi-function switch. The
rear wiper and washer switch can be diagnosed using
conventional diagnostic tools and methods.
DIAGNOSIS AND TESTING - REAR WIPER &

WASHER SWITCH
Be certain to perform the diagnosis for the rear
wiper system and/or rear washer system before test- Fig. 24 Rear Wiper & Washer Switch Continuity
ing the rear wiper and washer switch. (Refer to 8 -
ELECTRICAL/REAR WIPERS/WASHERS - DIAG- SWITCH POSITION CONTINUITY BETWEEN
NOSIS AND TESTING). Refer to the appropriate OFF 1&4
wiring information. The wiring information includes WIPE 4&5
wiring diagrams, proper wire and connector repair
WASH 2 & 5, 4 & 5
procedures, details of wire harness routing and
retention, connector pin-out information and location LAMP 1&3
views for the various wire harness connectors, splices
(3) If the switch fails any of the continuity checks,
and grounds.
replace the faulty switch. If the switch checks OK,
WARNING: TO AVOID PERSONAL INJURY OR repair the open or shorted rear wiper and/or rear
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, washer system circuits as required.
TEM BEFORE ATTEMPTING ANY STEERING REMOVAL
BAG DEPLOYMENT.
(1) Disconnect and isolate the battery negative TO DISABLE THE SUPPLEMENTAL RESTRAINT
cable. Remove the accessory switch bezel from the SYSTEM. FAILURE TO TAKE THE PROPER PRE-
instrument panel and disconnect the instrument CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
panel wire harness connector for the rear wiper and BAG DEPLOYMENT.
washer switch from the switch connector receptacle.
REAR WI PER/WASH ER SWI T CH (Cont inue d)
cable.
(2) Remove the accessory switch bezel from the
instrument panel center bezel from the instrument
ACCESSORY SWITCH BEZEL - REMOVAL).
flat-bladed tool, gently pry the latch tabs at the top
and bottom of the rear wiper and washer switch
receptacle on the back of the accessory switch bezel
far enough to disengage the snap features on the top
and bottom of the switch housing then pull the
switch out of the receptacle (Fig. 25).
INSTALLATION
WARNING: TO AVOID PERSONAL INJURY OR Fig. 25 Rear Wiper/Washer Switch Remove
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, 1 - TRIM STICK
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- 2 - REAR WIPER/WASHER SWITCH
TEM BEFORE ATTEMPTING ANY STEERING 3 - OVERDRIVE-OFF SWITCH
4 - AXLE LOCKER SWITCH
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- 5 - ACCESSORY SWITCH BEZEL
MENT PANEL COMPONENT DIAGNOSIS OR SER- 6 - REAR WINDOW DEFOGGER SWITCH
NEGATIVE (GROUND) CABLE, THEN WAIT TWO (2) Gently and evenly push the rear wiper and
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- washer switch into the receptacle until the snap fea-
CHARGE BEFORE PERFORMING FURTHER DIAG- tures on the top and bottom of the switch housing
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY are fully engaged by the latch tabs at the top and
TO DISABLE THE SUPPLEMENTAL RESTRAINT bottom of the receptacle.
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (3) Reinstall the accessory switch bezel onto the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- instrument panel. (Refer to 23 - BODY/INSTRU-
BAG DEPLOYMENT. MENT PANEL/ACCESSORY SWITCH BEZEL -
INSTALLATION).
(1) Position the rear wiper and washer switch over (4) Reconnect the battery negative cable.
the proper receptacle on the back of the accessory
switch bezel (Fig. 25).
TJ WIRING 8W - 1
WIRING
page page
WIRING DIAGRAM INFORMATION. . . . . . . 8W-01-1 AIR CONDITIONING-HEATER . . . . . . . . . . . 8W-42-1

COMPONENT INDEX . . . . . . . . . . . . . . . . . . 8W-02-1 AIRBAG SYSTEM . . . . . . . . . . . . . . . . . . . . 8W-43-1
POWER DISTRIBUTION . . . . . . . . . . . . . . . 8W-10-1 INTERIOR LIGHTING. . . . . . . . . . . . . . . . . . 8W-44-1
FUSE BLOCK. . . . . . . . . . . . . . . . . . . . . . . . 8W-11-1 AUDIO SYSTEM . . . . . . . . . . . . . . . . . . . . . 8W-47-1
GROUND DISTRIBUTION . . . . . . . . . . . . . . 8W-15-1 REAR WINDOW DEFOGGER. . . . . . . . . . . . 8W-48-1
BUS COMMUNICATIONS . . . . . . . . . . . . . . 8W-18-1 FRONT LIGHTING . . . . . . . . . . . . . . . . . . . . 8W-50-1
CHARGING SYSTEM . . . . . . . . . . . . . . . . . . 8W-20-1 REAR LIGHTING . . . . . . . . . . . . . . . . . . . . . 8W-51-1
STARTING SYSTEM . . . . . . . . . . . . . . . . . . 8W-21-1 TURN SIGNALS. . . . . . . . . . . . . . . . . . . . . . 8W-52-1
FUEL/IGNITION SYSTEM . . . . . . . . . . . . . . 8W-30-1 WIPERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-1
TRANSMISSION CONTROL SYSTEM . . . . . 8W-31-1 SPLICE INFORMATION . . . . . . . . . . . . . . . . 8W-70-1
VEHICLE SPEED CONTROL . . . . . . . . . . . . 8W-33-1 CONNECTOR PIN-OUTS . . . . . . . . . . . . . . . 8W-80-1
ANTILOCK BRAKES. . . . . . . . . . . . . . . . . . . 8W-35-1 CONNECTOR/GROUND/SPLICE
VEHICLE THEFT SECURITY SYSTEM . . . . . 8W-39-1 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . 8W-91-1
INSTRUMENT CLUSTER . . . . . . . . . . . . . . . 8W-40-1 POWER DISTRIBUTION . . . . . . . . . . . . . . . 8W-97-1
HORN/CIGAR LIGHTER/POWER OUTLET . . 8W-41-1
TJ 8W-01 WIRING DIAGRAM INFORMATION 8W - 01 - 1
8 W-0 1 WI RI N G DI AGRAM I N FORM AT I ON
TABLE OF CONTENTS
page page
WIRING DIAGRAM INFORMATION STANDARD PROCEDURE - TESTING FOR A

DESCRIPTION SHORT TO GROUND . . . . . . . . . . . . . . . . . . . 9
DESCRIPTION - HOW TO USE WIRING STANDARD PROCEDURE - TESTING FOR A
DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . ...1 SHORT TO GROUND ON FUSES
DESCRIPTION - CIRCUIT INFORMATION . ...5 POWERING SEVERAL LOADS . . . . . . . . . . . 10
DESCRIPTION - CIRCUIT FUNCTIONS . . . ...6 STANDARD PROCEDURE - TESTING FOR A
DESCRIPTION - SECTION IDENTIFICATION VOLTAGE DROP . . . . . . . . . . . . . . . . . . . . . . 10
AND INFORMATION . . . . . . . . . . . . . . . . . ...6 SPECIAL TOOLS
DESCRIPTION - CONNECTOR, GROUND WIRING/TERMINAL . . . . . . . . . . . . . . . . . . . . 10
AND SPLICE INFORMATION . . . . . . . . . . . ...7 CONNECTOR
WARNING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
WARNINGS - GENERAL . . . . . . . . . . . . . . ...7 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
DIAGNOSIS AND TESTING - WIRING DIODE
HARNESS . . . . . . . . . . . . . . . . . . . . . . . . . ...7 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
STANDARD PROCEDURE - TERMINAL
ELECTROSTATIC DISCHARGE (ESD) REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
SENSITIVE DEVICES . . . . . . . . . . . . . . . . ...8 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
STANDARD PROCEDURE - TESTING OF WIRE
VOLTAGE POTENTIAL . . . . . . . . . . . . . . . . ...9 STANDARD PROCEDURE - WIRE SPLICING . . 15
STANDARD PROCEDURE - TESTING FOR
CONTINUITY . . . . . . . . . . . . . . . . . . . . . . . ...9
WI RI N G DI AGRAM Components are shown two ways. A solid line

around a component indicates that the component is
I N FORM AT I ON complete. A dashed line around the component indi-
cates that the component is being shown is not com-
plete. Incomplete components have a reference
DESCRI PT I ON number to indicate the page where the component is
shown complete.
DESCRIPTION - HOW TO USE WIRING It is important to realize that no attempt is made
DIAGRAMS on the diagrams to represent components and wiring
DaimlerChrysler Corporation wiring diagrams are as they appear on the vehicle. For example, a short
designed to provide information regarding the vehi- piece of wire is treated the same as a long one. In
cles wiring content. In order to effectively use the addition, switches and other components are shown
wiring diagrams to diagnose and repair as simply as possible, with regard to function only.
DaimlerChrysler Corporation vehicles, it is important
to understand all of their features and characteris- SYMBOLS
tics. International symbols are used throughout the wir-
Diagrams are arranged such that the power (B+) ing diagrams. These symbols are consistent with
side of the circuit is placed near the top of the page, those being used around the world (Fig. 3).
and the ground (B-) side of the circuit is placed near
the bottom of the page (Fig. 1).
All switches, components, and modules are shown
in the at rest position with the doors closed and the
key removed from the ignition (Fig. 2).
8W - 01 - 2 8W-01 WIRING DIAGRAM INFORMATION TJ
WI RI N G DI AGRAM I N FORM AT I ON (Cont inue d)
Fig. 1 WIRING DIAGRAM EXAMPLE 1

Fig. 2 WIRING DIAGRAM EXAMPLE 2

Fig. 3 WIRING DIAGRAM SYMBOLS

TERMINOLOGY WI RE COLOR CODE CH ART
This is a list of terms and definitions used in the
wiring diagrams. COLOR CODE COLOR
BL BLUE
LHD . . . . . . . . . . . . . . . . . Left Hand Drive Vehicles
RHD . . . . . . . . . . . . . . . Right Hand Drive Vehicles BK BLACK
ATX . . Automatic Transmissions-Front Wheel Drive BR BROWN
MTX . . . Manual Transmissions-Front Wheel Drive DB DARK BLUE
AT . . . . Automatic Transmissions-Rear Wheel Drive
DG DARK GREEN
MT . . . . . Manual Transmissions-Rear Wheel Drive
SOHC . . . . . . . . . . . Single Over Head Cam Engine GY GRAY
DOHC . . . . . . . . . . Double Over Head Cam Engine LB LIGHT BLUE
Built-Up-Export . . . . . . . Vehicles Built For Sale In LG LIGHT GREEN
Markets Other Than North America
OR ORANGE
Except Built-Up-Export . . . . . . . . . . . Vehicles Built
For Sale In North America PK PINK
RD RED
DESCRIPTION - CIRCUIT INFORMATION
TN TAN
Each wire shown in the diagrams contains a code
which identifies the main circuit, part of the main VT VIOLET
circuit, gage of wire, and color (Fig. 4). WT WHITE
YL YELLOW
* WITH TRACER
Fig. 4 WIRE CODE IDENTIFICATION

1 - COLOR OF WIRE (LIGHT BLUE WITH YELLOW TRACER
2 - GAGE OF WIRE (18 GAGE)
3 - PART OF MAIN CIRCUIT (VARIES DEPENDING ON
EQUIPMENT)
4 - MAIN CIRCUIT IDENTIFICATION
DESCRIPTION - CIRCUIT FUNCTIONS DESCRIPTION - SECTION IDENTIFICATION AND

All circuits in the diagrams use an alpha/numeric INFORMATION
code to identify the wire and its function. To identify The wiring diagrams are grouped into individual
which circuit code applies to a system, refer to the sections. If a component is most likely found in a par-
Circuit Identification Code Chart. This chart shows ticular group, it will be shown complete (all wires,
the main circuits only and does not show the second- connectors, and pins) within that group. For exam-
ary codes that may apply to some models. ple, the Auto Shutdown Relay is most likely to be
found in Group 30, so it is shown there complete. It
CI RCU I T I DEN T I FI CAT I ON CODE CH ART
can, however, be shown partially in another group if
it contains some associated wiring.
CIRCUIT FUNCTION Splice diagrams in Section 8W-70 show the entire
A BATTERY FEED splice and provide references to other sections the
B BRAKE CONTROLS splices serves. Section 8W-70 only contains splice dia-
grams that are not shown in their entirety some-
C CLIMATE CONTROLS where else in the wiring diagrams.
D DIAGNOSTIC CIRCUITS Section 8W-80 shows each connector and the cir-
E DIMMING ILLUMINATION cuits involved with that connector. The connectors
CIRCUITS are identified using the name/number on the dia-
gram pages.
F FUSED CIRCUITS
G MONITORING CIRCUITS WI RI N G SECT I ON CH ART
(GAUGES)
H OPEN GROUP TOPIC
I NOT USED 8W-01 thru General information and Diagram
J OPEN 8W-09 Overview
K POWERTRAIN CONTROL 8W-10 thru Main Sources of Power and
MODULE 8W-19 Vehicle Grounding
L EXTERIOR LIGHTING 8W-20 thru Starting and Charging
M INTERIOR LIGHTING 8W-29
N NOT USED 8W-30 thru Powertrain/Drivetrain Systems
8W-39
O NOT USED
8W-40 thru Body Electrical items and A/C
P POWER OPTION (BATTERY 8W-49
FEED)
8W-50 thru Exterior Lighting, Wipers and
Q POWER OPTIONS (IGNITION 8W-59 Trailer Tow
FEED)
8W-60 thru Power Accessories
R PASSIVE RESTRAINT 8W-69
S SUSPENSION/STEERING 8W-70 Splice Information
T TRANSMISSION/TRANSAXLE/ 8W-80 Connector Pin Outs
TRANSFER CASE
8W-91 Connector, Ground and Splice
U OPEN Locations
V SPEED CONTROL, WIPER/
WASHER
W OPEN
X AUDIO SYSTEMS
Y OPEN
Z GROUNDS
DESCRIPTION - CONNECTOR, GROUND AND WARNING: BE SURE THAT THE IGNITION SWITCH
ALWAYS IS IN THE OFF POSITION, UNLESS THE
SPLICE INFORMATION
PROCEDURE REQUIRES IT TO BE ON.
CAUTION: Not all connectors are serviced. Some
connectors are serviced only with a harness. A typ- WARNING: SET THE PARKING BRAKE WHEN
ical example might be the Supplemental Restraint WORKING ON ANY VEHICLE. AN AUTOMATIC
System connectors. Always check parts availability TRANSMISSION SHOULD BE IN PARK. A MANUAL
before attempting a repair. TRANSMISSION SHOULD BE IN NEUTRAL.
IDENTIFICATION WARNING: OPERATE THE ENGINE ONLY IN A

In-line connectors are identified by a number, as WELL-VENTILATED AREA.
follows:
In-line connectors located in the engine compart-
ment are C100 series numbers WARNING: KEEP AWAY FROM MOVING PARTS
In-line connectors located in the Instrument WHEN THE ENGINE IS RUNNING, ESPECIALLY THE
Panel area are C200 series numbers. FAN AND BELTS.
In-line connectors located in the body are C300
series numbers.
WARNING: TO PREVENT SERIOUS BURNS, AVOID
Jumper harness connectors are C400 series
CONTACT WITH HOT PARTS SUCH AS THE RADIA-
numbers.
TOR, EXHAUST MANIFOLD(S), TAIL PIPE, CATA-
Grounds and ground connectors are identified
LYTIC CONVERTER AND MUFFLER.
with a G and follow the same series numbering as
the in-line connectors.
Splices are identified with an S and follow the WARNING: DO NOT ALLOW FLAME OR SPARKS
same series numbering as the in-line connectors. NEAR THE BATTERY. GASES ARE ALWAYS
Component connectors are identified by the com- PRESENT IN AND AROUND THE BATTERY.
ponent name instead of a number. Multiple connec-
tors on a component use a C1, C2, etc. identifier.
WARNING: ALWAYS REMOVE RINGS, WATCHES,
LOCATIONS LOOSE HANGING JEWELRY AND AVOID LOOSE
Section 8W-91 contains connector/ground/splice CLOTHING.
location illustrations. The illustrations contain the
connector name (or number)/ground number/splice
number and component identification. Connector/ DIAGNOSIS AND TESTING - WIRING HARNESS
ground/splice location charts in section 8W-91 refer-
ence the figure numbers of the illustrations. TROUBLESHOOTING TOOLS
The abbreviation T/O is used in the component When diagnosing a problem in an electrical circuit
location section to indicate a point in which the wir- there are several common tools necessary. These tools
ing harness branches out to a component. The abbre- are listed and explained below.
viation N/S means Not Shown in the illustrations Jumper Wire - This is a test wire used to con-
nect two points of a circuit. It can be used to bypass
an open in a circuit.
WARN I N G
WARNING: NEVER USE A JUMPER WIRE ACROSS
WARNINGS - GENERAL A LOAD, SUCH AS A MOTOR, CONNECTED
WARNINGS provide information to prevent per- BETWEEN A BATTERY FEED AND GROUND.
sonal injury and vehicle damage. Below is a list of
general warnings that should be followed any time a Voltmeter - Used to check for voltage on a cir-
vehicle is being serviced. cuit. Always connect the black lead to a known good
ground and the red lead to the positive side of the
WARNING: ALWAYS WEAR SAFETY GLASSES FOR circuit.
EYE PROTECTION.
CAUTION: Most of the electrical components used
in todays vehicles are Solid State. When checking
WARNING: USE SAFETY STANDS ANYTIME A PRO- voltages in these circuits, use a meter with a 10 -
CEDURE REQUIRES BEING UNDER A VEHICLE. megohm or greater impedance rating.
Ohmmeter - Used to check the resistance factory items added to the vehicle before doing any
between two points of a circuit. Low or no resistance diagnosis. If the vehicle is equipped with these items,
in a circuit means good continuity. disconnect them to verify these add-on items are not
the cause of the problem.
CAUTION: Most of the electrical components used (1) Verify the problem.
in todays vehicles are Solid State. When checking (2) Verify any related symptoms. Do this by per-
resistance in these circuits use a meter with a 10 - forming operational checks on components that are
megohm or greater impedance rating. In addition, in the same circuit. Refer to the wiring diagrams.
make sure the power is disconnected from the cir- (3) Analyze the symptoms. Use the wiring dia-
cuit. Circuits that are powered up by the vehicles grams to determine what the circuit is doing, where
electrical system can cause damage to the equip- the problem most likely is occurring and where the
ment and provide false readings. diagnosis will continue.
(4) Isolate the problem area.
Probing Tools - These tools are used for probing (5) Repair the problem area.
terminals in connectors (Fig. 5). Select the proper (6) Verify the proper operation. For this step,
size tool from Special Tool Package 6807, and insert check for proper operation of all items on the
it into the terminal being tested. Use the other end repaired circuit. Refer to the wiring diagrams.
of the tool to insert the meter probe.

STANDARD PROCEDURE - ELECTROSTATIC
DISCHARGE (ESD) SENSITIVE DEVICES
All ESD sensitive components are solid state and a
symbol (Fig. 6) is used to indicate this. When han-
dling any component with this symbol, comply with
the following procedures to reduce the possibility of
Fig. 5 PROBING TOOL electrostatic charge build up on the body and inad-
vertent discharge into the component. If it is not
1 - SPECIAL TOOL 6801
2 - PROBING END known whether the part is ESD sensitive, assume
that it is.
INTERMITTENT AND POOR CONNECTIONS (1) Always touch a known good ground before han-
Most intermittent electrical problems are caused dling the part. This should be repeated while han-
by faulty electrical connections or wiring. It is also dling the part and more frequently after sliding
possible for a sticking component or relay to cause a across a seat, sitting down from a standing position,
problem. Before condemning a component or wiring or walking a distance.
assembly, check the following items. (2) Avoid touching electrical terminals of the part,
Connectors are fully seated unless instructed to do so by a written procedure.
Spread terminals, or terminal push out (3) When using a voltmeter, be sure to connect the
Terminals in the wiring assembly are fully ground lead first.
seated into the connector/component and locked into (4) Do not remove the part form its protective
position packing until it is time to install the part.
Dirt or corrosion on the terminals. Any amount of (5) Before removing the part from its pakage,
corrosion or dirt could cause an intermittent problem ground the pakage to a known good ground on the
Damaged connector/component casing exposing vehicle.
the item to dirt or moisture
Wire insulation that has rubbed through causing
a short to ground
Some or all of the wiring strands broken inside
of the insulation
Wiring broken inside of the insulation
TROUBLESHOOTING WIRING PROBLEMS

When troubleshooting wiring problems there are
six steps which can aid in the procedure. The steps
are listed and explained below. Always check for non- Fig. 6 ELECTROSTATIC DISCHARGE SYMBOL
STANDARD PROCEDURE - TESTING OF STANDARD PROCEDURE - TESTING FOR

VOLTAGE POTENTIAL CONTINUITY
(1) Connect the ground lead of a voltmeter to a (1) Remove the fuse for the circuit being checked
known good ground (Fig. 7). or, disconnect the battery.
(2) Connect the other lead of the voltmeter to the (2) Connect one lead of the ohmmeter to one side
selected test point. The vehicle ignition may need to of the circuit being tested (Fig. 8).
be turned ON to check voltage. Refer to the appropri- (3) Connect the other lead to the other end of the
ate test procedure. circuit being tested. Low or no resistance means good
continuity.
Fig. 7 TESTING FOR VOLTAGE POTENTIAL

Fig. 8 TESTING FOR CONTINUITY
1 - FUSE REMOVED FROM CIRCUIT
STANDARD PROCEDURE - TESTING FOR A

SHORT TO GROUND
(1) Remove the fuse and disconnect all items
involved with the fuse.
(2) Connect a test light or a voltmeter across the
terminals of the fuse.
(3) Starting at the fuse block, wiggle the wiring
harness about six to eight inches apart and watch
the voltmeter/test lamp.
(4) If the voltmeter registers voltage or the test
lamp glows, there is a short to ground in that gen-
eral area of the wiring harness.
STANDARD PROCEDURE - TESTING FOR A SPECI AL T OOLS

SHORT TO GROUND ON FUSES POWERING
SEVERAL LOADS WIRING/TERMINAL
(1) Refer to the wiring diagrams and disconnect or
isolate all items on the suspected fused circuits.
(2) Replace the blown fuse.
(3) Supply power to the fuse by turning ON the
ignition switch or re-connecting the battery.
(4) Start connecting or energizing the items in the
fuse circuit one at a time. When the fuse blows the
circuit with the short to ground has been isolated.
STANDARD PROCEDURE - TESTING FOR A

VOLTAGE DROP PROBING TOOL PACKAGE 6807
the side of the circuit closest to the battery (Fig. 9).
(2) Connect the other lead of the voltmeter to the
other side of the switch, component or circuit.
(3) Operate the item.
(4) The voltmeter will show the difference in volt-
age between the two points.
TERMINAL PICK TOOL SET 6680
Fig. 9 TESTING FOR VOLTAGE DROP TERMINAL REMOVING TOOLS 6932 AND 8638
TERMINAL REMOVING TOOL 6934

CON N ECT OR INSTALLATION

(1) Insert the removed terminal in the same cavity
REMOVAL on the repair connector.
(1) Disconnect battery. (2) Repeat steps for each terminal in the connec-
(2) Release Connector Lock (Fig. 10). tor, being sure that all wires are inserted into the
(3) Disconnect the connector being repaired from proper cavities. For additional connector pin-out
its mating half/component. identification, refer to the wiring diagrams.
(4) Remove the dress cover (if applicable) (Fig. 10). (3) When the connector is re-assembled, the sec-
ondary terminal lock must be placed in the locked
position to prevent terminal push out.
(4) Replace dress cover (if applicable).
(5) Connect connector to its mating half/compo-
nent.
(6) Connect battery and test all affected systems.
Fig. 10 REMOVAL OF DRESS COVER

1 - DRESS COVER
2 - CONNECTOR LOCK
3 - CONNECTOR
(5) Release the Secondary Terminal Lock, if

required (Fig. 11).
(6) Position the connector locking finger away from
the terminal using the proper special tool. Pull on
the wire to remove the terminal from the connector
(Fig. 12).
CON N ECT OR (Cont inue d)
Fig. 11 EXAMPLES OF CONNECTOR SECONDARY TERMINAL LOCKS

1 - Secondary Terminal Lock
CON N ECT OR (Cont inue d)
Fig. 12 TERMINAL REMOVAL

1 - TYPICAL CONNECTOR 7 - MOLEX CONNECTOR
2 - PICK FROM SPECIAL TOOL KIT 6680 8 - SPECIAL TOOL 6742
3 - APEX CONNECTOR 9 - THOMAS AND BETTS CONNECTOR
4 - PICK FROM SPECIAL TOOL KIT 6680 10 - SPECIAL TOOL 6934
5 - AUGAT CONNECTOR 11 - TYCO CONNECTOR
6 - SPECIAL TOOL 6932 12 - SPECIAL TOOL 8638
DI ODE T ERM I N AL
REMOVAL REMOVAL
(1) Disconnect the battery. (1) Follow steps for removing terminals described
(2) Locate the diode in the harness, and remove in the connector removal section.
the protective covering. (2) Cut the wire 6 inches from the back of the con-
(3) Remove the diode from the harness, pay atten- nector.
tion to the current flow direction (Fig. 13).
INSTALLATION
(1) Select a wire from the terminal repair kit that
best matches the color and gage of the wire being
repaired.
(2) Cut the repair wire to the proper length and
remove onehalf (1/2) inch of insulation.
(3) Splice the repair wire to the wire harness (see
wire splicing procedure).
(4) Insert the repaired wire into the connector.
(5) Install the connector locking wedge, if required,
and reconnect the connector to its mating half/compo-
nent.
(6) Re-tape the wire harness starting at 11/2
inches behind the connector and 2 inches past the
repair.
Fig. 13 DIODE IDENTIFICATION (7) Connect battery and test all affected systems.
1 - CURRENT FLOW
2 - BAND AROUND DIODE INDICATES CURRENT FLOW
3 - DIODE AS SHOWN IN THE DIAGRAMS
INSTALLATION
(1) Remove the insulation from the wires in the
harness. Only remove enough insulation to solder in
the new diode.
(2) Install the new diode in the harness, making
sure current flow is correct. If necessary, refer to the
appropriate wiring diagram for current flow (Fig. 13).
(3) Solder the connection together using rosin core
type solder only. Do not use acid core solder.
(4) Tape the diode to the harness using electrical
tape. Make sure the diode is completely sealed from
the elements.
(5) Re-connect the battery and test affected sys-
tems.
WI RE (5) Solder the connection together using rosin core

type solder only (Fig. 16).
STANDARD PROCEDURE - WIRE SPLICING CAUTION: DO NOT USE ACID CORE SOLDER.
When splicing a wire, it is important that the cor-
rect gage be used as shown in the wiring diagrams.
(1) Remove one-half (1/2) inch of insulation from
each wire that needs to be spliced.
(2) Place a piece of adhesive lined heat shrink tub-
ing on one side of the wire. Make sure the tubing will
be long enough to cover and seal the entire repair
area.
(3) Place the strands of wire overlapping each
other inside of the splice clip (Fig. 14).
Fig. 16 SOLDER SPLICE

1 - SOLDER
2 - SPLICE BAND
3 - SOLDERING IRON
(6) Center the heat shrink tubing over the joint

and heat using a heat gun. Heat the joint until the
tubing is tightly sealed and sealant comes out of both
ends of the tubing (Fig. 17).
Fig. 14 SPLICE BAND

1 - SPLICE BAND
(4) Using crimping tool, Mopar p/n 05019912AA,

crimp the splice clip and wires together (Fig. 15).
Fig. 17 HEAT SHRINK TUBE

1 - SEALANT
2 - HEAT SHRINK TUBE
Fig. 15 CRIMPING TOOL

1 - CRIMPING TOOL
TJ 8W-02 COMPONENT INDEX 8W - 02 - 1
8 W-0 2 COM PON EN T I N DEX

Component Page Component Page
A/C Compressor Clutch Relay . . . . . . . . . . . . 8W-42 Fusible Link . . . . . . . . . . . . . . . . . . . . . . 8W-10, 20
A/C Compressor Clutch . . . . . . . . . . . . . . . . . 8W-42 Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20
A/C Pressure Switches . . . . . . . . . . . . . . . . . 8W-42 Grounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15
A/C Pressure Transducer . . . . . . . . . . . . . . . . 8W-42 G-Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35
A/C-Heater Control . . . . . . . . . . . . . . . . . . . . 8W-42 Headlamp Leveling Motors . . . . . . . . . . . . . . 8W-50
Airbag Control Module . . . . . . . . . . . . . . . . . 8W-43 Headlamp Leveling Switch . . . . . . . . . . . . . . 8W-50
Airbag On-Off Switch . . . . . . . . . . . . . . . . . . 8W-43 Headlamps . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50
Airbag Squibs . . . . . . . . . . . . . . . . . . . . . . . . 8W-43 Heater Control . . . . . . . . . . . . . . . . . . . . . . . 8W-42
Ambient Temperature Sensor . . . . . . . . . . . . 8W-44 Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Antilock Brake Relay . . . . . . . . . . . . . . . . . . 8W-35 Horn Switch . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Automatic Shut Down Relay . . . . . . . . . . . . . 8W-30 Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Axle Lock Switch . . . . . . . . . . . . . . . . . . . . . . 8W-31 Idle Air Control Motor . . . . . . . . . . . . . . . . . . 8W-30
Back-Up Lamp Switch . . . . . . . . . . . . . . . . . . 8W-51 Ignition Coil Pack . . . . . . . . . . . . . . . . . . . . . 8W-30
Battery Temperature Sensor . . . . . . . . . . . . . 8W-30 Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . 8W-10
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20 Instrument Cluster . . . . . . . . . . . . . . . . . . . . 8W-40
Blend Door Actuator . . . . . . . . . . . . . . . . . . . 8W-42 Intake Air Temperature Sensor . . . . . . . . . . . 8W-30
Blower Motor Relay . . . . . . . . . . . . . . . . . . . . 8W-42 Lamp Assemblies . . . . . . . . . . . . . . . . . . . . . . 8W-51
Blower Motor Resistor Block . . . . . . . . . . . . . 8W-42 Leak Detection Pump . . . . . . . . . . . . . . . . . . 8W-30
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42 License Lamps . . . . . . . . . . . . . . . . . . . . . . . 8W-51
Brake Lamp Switch . . . . . . . . . . . . . . . . . . . . 8W-51 Locker Indicator Switches . . . . . . . . . . . . . . . 8W-31
Brake Transmission Shift Interlock Locker Pumps . . . . . . . . . . . . . . . . . . . . . . . . 8W-31
Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31 Locker Relays . . . . . . . . . . . . . . . . . . . . . . . . 8W-31
Brake Warning Indicator Switch . . . . . . . . . . 8W-40 Manifold Absolute Pressure Sensor . . . . . . . . 8W-30
Camshaft Position Sensor . . . . . . . . . . . . . . . 8W-30 Multi-Function Switch . . . 8W-40, 44, 50, 51, 52, 53
Capacitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30 Overdrive Off Switch . . . . . . . . . . . . . . . . . . . 8W-31
Center High Mounted Stop Lamp . . . . . . . . . 8W-51 Oxygen Sensor Downstream Heater Relay . . 8W-30
Cigar Lighter/Power Outlet . . . . . . . . . . . . . . 8W-41 Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . . . 8W-30
Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . 8W-50 Park Brake Switch . . . . . . . . . . . . . . . . . . . . 8W-40
Clockspring . . . . . . . . . . . . . . . . . . . . 8W-33, 41, 43 Park/Turn Signal Lamps . . . . . . . . . . . . . . . . 8W-52
Clutch Pedal Position Switch . . . . . . . . . . . . 8W-21 Position Lamps . . . . . . . . . . . . . . . . . . . . . . . 8W-50
Coil Capacitor . . . . . . . . . . . . . . . . . . . . . . . . 8W-30 Power Distribution Center . . . . . . . . . . . . . . 8W-10
Compass/Temperature Mirror . . . . . . . . . . . . 8W-44 Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41
Controller Antilock Brake . . . . . . . . . . . . . . . 8W-35 Power Steering Pressure Switch . . . . . . . . . . 8W-30
Courtesy Lamps . . . . . . . . . . . . . . . . . . . . . . 8W-44 Powertrain Control Module . . . . . . . . . . . . . . 8W-30
Crankshaft Position Sensor . . . . . . . . . . . . . . 8W-30 Radiator Fan Motor Circuit Breaker . . . . 8W-15, 42
Data Link Connector . . . . . . . . . . . . . . . . 8W-18, 31 Radiator Fan Motor . . . . . . . . . . . . . . . . . . . . 8W-42
Daytime Running Lamp Module . . . . . . . . . . 8W-50 Radiator Fan Relays . . . . . . . . . . . . . . . . . . . 8W-42
Dome Lamps . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44 Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47
Door Ajar Switches . . . . . . . . . . . . . . . . . . . . 8W-44 Rear Fog Lamp . . . . . . . . . . . . . . . . . . . . . . . 8W-51
Engine Coolant Temperature Sensor . . . . . . . 8W-30 Rear Window Defogger Relay . . . . . . . . . . . . 8W-48
Engine Oil Pressure Sensor . . . . . . . . . . . . . . 8W-30 Rear Window Defogger Switch . . . . . . . . . . . 8W-48
Engine Oil Pressure Switch . . . . . . . . . . . . . . 8W-30 Rear Window Defogger . . . . . . . . . . . . . . . . . 8W-48
Engine Starter Motor Relay . . . . . . . . . . . . . 8W-21 Rear Wiper/Washer Switch . . . . . . . . . . . . . . 8W-53
Engine Starter Motor . . . . . . . . . . . . . . . . . . 8W-21 Seat Belt Switch . . . . . . . . . . . . . . . . . . . . . . 8W-40
EVAP/Purge Solenoid . . . . . . . . . . . . . . . . . . 8W-30 Sentry Key Immobilizer Module . . . . . . . . . . 8W-39
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . . . 8W-50 Side Marker Lamps . . . . . . . . . . . . . . . . . 8W-50, 52
Fog Lamps . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50 Side Repeater Lamps . . . . . . . . . . . . . . . . . . 8W-52
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . 8W-30 Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47
Fuel Pump Module . . . . . . . . . . . . . . . . . . . . 8W-30 Speed Control Servo . . . . . . . . . . . . . . . . . . . 8W-33
Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . 8W-30 Speed Control Switches . . . . . . . . . . . . . . . . . 8W-33
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11 Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . 8W-31
Fuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10, 11 Splices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70
8W - 02 - 2 8W-02 COMPONENT INDEX TJ

Subwoofer . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47 Turn Signal Lamps . . . . . . . . . . . . . . . . . . . . 8W-52
Throttle Position Sensor . . . . . . . . . . . . . . . . 8W-30 Underhood Lamp . . . . . . . . . . . . . . . . . . . . . . 8W-44
Transfer Case Switch . . . . . . . . . . . . . . . . . . 8W-31 Vehicle Speed Sensor . . . . . . . . . . . . . . . . . . . 8W-30
Transmission Control Module . . . . . . . . . . . . 8W-31 Washer Pumps . . . . . . . . . . . . . . . . . . . . . . . 8W-53
Transmission Control Relay . . . . . . . . . . . . . 8W-31 Wheel Speed Sensors . . . . . . . . . . . . . . . . . . . 8W-35
Transmission Range Indicator Illumination . 8W-44 Wiper Motors . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53
Transmission Range Sensor . . . . . . . . . . . 8W-31, 51
Transmission Solenoid/Pressure Switch
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31
TJ 8W-10 POWER DISTRIBUTION 8W - 10 - 1
8 W-1 0 POWER DI ST RI BU T I ON
A/C Compressor Clutch . . . . . . . . . . . . . . 8W-10-19 Fuse 20 . . . . . . . . . . . . . . . . . . . . . 8W-10-10, 13, 21
A/C Compressor Clutch Relay . . . . . . . . 8W-10-9, 19 Fuse 21 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 19
Automatic Shut Down Relay . . . . 8W-10-8, 9, 15, 16 Fuse 22 . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 13, 14
Axle Lock Switch . . . . . . . . . . . . . . . . . . . 8W-10-20 Fuse 23 . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 10, 19
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8 Fuse 24 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-10, 22
Blower Motor Relay . . . . . . . . . . . . . . . 8W-10-8, 11 Fuse 26 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 20
Capacitor . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-17 Fuse 27 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-10, 21
Circuit Breaker . . . . . . . . . . . . . . . . . . . 8W-10-8, 12 Fuse 28 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 16
Clutch Pedal Position Switch . . . . . . . . . . 8W-10-13 Fuse Block . . . . . . . . . . . 8W-10-8, 11, 12, 13, 14, 15
Coil Capacitor . . . . . . . . . . . . . . . . . . . . . . 8W-10-18 Fusible Link . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8
Compass/Temperature Mirror . . . . . . . . . . 8W-10-20 G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-14
Controller Antilock Brake . . . . . . . . . . . 8W-10-8, 12 Generator . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8
Data Link Connector . . . . . . . . . . . . . . . . 8W-10-20 High Speed Radiator Fan Relay . . . . . . . . 8W-10-12
Engine Starter Motor . . . . . . . . . . . . . . 8W-10-8, 13 Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-19
Engine Starter Motor Relay . . . . . . . . . . . 8W-10-13 Horn Relay . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 19
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . 8W-10-19 Ignition Coil Pack . . . . . . . . . . . . . . . . 8W-10-17, 18
Front Locker Pump . . . . . . . . . . . . . . . . . 8W-10-22 Ignition Switch . . . . . . . . . . . . . 8W-10-9, 13, 14, 15
Front Locker Relay . . . . . . . . . . . . . . . . . . 8W-10-22 Instrument Cluster . . . . . . . . . . . . . . . 8W-10-14, 20
Fuel Injector No. 1 . . . . . . . . . . . . . . . 8W-10-17, 18 Left Courtesy Lamp . . . . . . . . . . . . . . . . . 8W-10-20
Fuel Injector No. 2 . . . . . . . . . . . . . . . 8W-10-17, 18 Left Dome Lamp . . . . . . . . . . . . . . . . . . . . 8W-10-20
Fuel Injector No. 3 . . . . . . . . . . . . . . . 8W-10-17, 18 Left Fog Lamp . . . . . . . . . . . . . . . . . . . . . 8W-10-19
Fuel Injector No. 4 . . . . . . . . . . . . . . . 8W-10-17, 18 Low Speed Radiator Fan Relay . . . . . . . . 8W-10-12
Fuel Injector No. 5 . . . . . . . . . . . . . . . . . . 8W-10-17 Multi-Function Switch . . . . . . . 8W-10-9, 10, 19, 21
Fuel Injector No. 6 . . . . . . . . . . . . . . . . . . 8W-10-17 Oxygen Sensor 1/1 Upstream . . . . . . . . . . 8W-10-16
Fuel Pump Module . . . . . . . . . . . . . . . . . . 8W-10-19 Oxygen Sensor 1/2 Downstream . . . . . 8W-10-15, 16
Fuel Pump Relay . . . . . . . . . . . . . . . . . 8W-10-9, 19 Oxygen Sensor 2/2 Downstream . . . . . . . . 8W-10-15
Fuse 1 . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 11, 12 Oxygen Sensor Downstream Heater
Fuse 2 . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 11, 12 Relay . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 15, 16
Fuse 3 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 12 Power Distribution Center . . . 8W-10-2, 8, 9, 10, 11,
Fuse 4 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 12 12, 13, 14, 15, 16, 19, 20, 21, 22
Fuse 5 . . . . . . . . . . . . . . . . . . . . 8W-10-9, 10, 13, 21 Power Outlet . . . . . . . . . . . . . . . . . . . . 8W-10-10, 21
Fuse 6 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 13 Powertrain Control Module . . . . . . . . . 8W-10-8, 16
Fuse 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13 Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-21
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 12, 13 Rear Locker Pump . . . . . . . . . . . . . . . . . . 8W-10-22
Fuse 9 . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 14, 16 Rear Locker Relay . . . . . . . . . . . . . . . 8W-10-10, 22
Fuse 10 . . . . . . . . . . . . . . . . . . . . 8W-10-8, 9, 12, 14 Rear Window Defogger . . . . . . . . . . . . . . . 8W-10-11
Fuse 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-14 Rear Window Defogger Relay . . . . . . . . 8W-10-8, 11
Fuse 12 . . . . . . . . . . . . . . . . . . . . . . 8W-10-8, 12, 14 Right Courtesy Lamp . . . . . . . . . . . . . . . . 8W-10-20
Fuse 13 . . . . . . . . . . . . . . . . . . . . 8W-10-8, 9, 14, 15 Right Dome Lamp . . . . . . . . . . . . . . . . . . 8W-10-20
Fuse 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-14 Right Fog Lamp . . . . . . . . . . . . . . . . . . . . 8W-10-19
Fuse 15 . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 11, 20 Transmission Control Module . . . . . . . . . . 8W-10-21
Fuse 16 . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 15, 16 Transmission Control Relay . . . . . . . . 8W-10-10, 21
Fuse 17 . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-10, 21 Transmission Solenoid/Pressure Switch
Fuse 18 . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 15, 19 Assembly . . . . . . . . . . . . . . . . . . . . . . . 8W-10-21
Fuse 19 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-9, 19 Underhood Lamp . . . . . . . . . . . . . . . . . . . 8W-10-20
TJ 8W-11 FUSE BLOCK 8W - 11 - 1
8 W-1 1 FU SE BLOCK
A/C Compressor Clutch Relay . . . . . . . . . . . 8W-11-8 Fuse 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-9
A/C-Heater Control . . . . . . . . . . . . . . . . . . . 8W-11-6 Fuse 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-9
Airbag Control Module . . . . . . . . . . . . . . 8W-11-5, 7 Fuse 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-9
Antilock Brake Relay . . . . . . . . . . . . . . . . . 8W-11-6 Fuse 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-10
Automatic Shut Down Relay . . . . . . . . . . . 8W-11-7 Fuse 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-10
Back-Up Lamp Switch . . . . . . . . . . . . . . . . 8W-11-6 Fuse 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-10
Blend Door Actuator . . . . . . . . . . . . . . . . . . 8W-11-6 Fuse 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-9
Blower Motor Relay . . . . . . . . . . . . . . . . . . 8W-11-6 Fuse Block . . . . . . . . . . . 8W-11-2, 4, 5, 6, 7, 8, 9, 10
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-11-4 G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-4
Brake Transmission Shift Interlock Headlamp Leveling Switch . . . . . . . . . . . . 8W-11-10
Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-7 Heater Control . . . . . . . . . . . . . . . . . . . . . . 8W-11-6
Cigar Lighter/Power Outlet . . . . . . . . . . . 8W-11-10 High Speed Radiator Fan Relay . . . . . . . . . 8W-11-6
Clutch Pedal Position Switch . . . . . . . . . . . 8W-11-9 Ignition Switch . . . . . . . . . . . . . . . . . . . . . 8W-11-10
Compass/Temperature Mirror . . . . . . . . . . . 8W-11-7 Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-11-7
Controller Antilock Brake . . . . . . . . . . . . . . 8W-11-6 Left Headlamp . . . . . . . . . . . . . . . . . . . . . 8W-11-10
Daytime Running Lamp Module . . . . . . 8W-11-8, 10 Left Headlamp Leveling Motor . . . . . . . . . 8W-11-10
Driver Door Ajar Switch . . . . . . . . . . . . . . . 8W-11-4 Low Speed Radiator Fan Relay . . . . . . . . . 8W-11-6
Engine Starter Motor Relay . . . . . . . . . . . 8W-11-11 Multi-Function Switch . . . . . . . . . . . 8W-11-4, 9, 10
EVAP/Purge Solenoid . . . . . . . . . . . . . . . . . 8W-11-8 Passenger Airbag On-Off Switch . . . . . . . . 8W-11-7
Front Wiper Motor . . . . . . . . . . . . . . . . . . 8W-11-10 Passenger Door Ajar Switch . . . . . . . . . . . . 8W-11-4
Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . 8W-11-7 Powertrain Control Module . . . . . . . . . . 8W-11-7, 11
Fuse 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-4 Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-9
Fuse 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-4 Rear Window Defogger Relay . . . . . . . . . 8W-11-6, 9
Fuse 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-4 Rear Window Defogger Switch . . . . . . . . . . 8W-11-9
Fuse 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-4 Rear Wiper Motor . . . . . . . . . . . . . . . . . . . . 8W-11-5
Fuse 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-5 Rear Wiper/Washer Switch . . . . . . . . . . . . . 8W-11-5
Fuse 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-5 Right Headlamp . . . . . . . . . . . . . . . . . . . . 8W-11-10
Fuse 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-6 Right Headlamp Leveling Motor . . . . . . . . 8W-11-10
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-6 Sentry Key Immobilizer Module . . . . . . . 8W-11-4, 7
Fuse 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-7 Subwoofer . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-4
Fuse 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-7 Transmission Control Module . . . . . . . . . . 8W-11-11
Fuse 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-8 Transmission Range Sensor . . . . . . . . . . . . 8W-11-6
Fuse 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-7
TJ 8W-15 GROUND DISTRIBUTION 8W - 15 - 1
8 W-1 5 GROU N D DI ST RI BU T I ON
A/C Compressor Clutch . . . . . . . . . . . 8W-15-7, 8, 9 Instrument Cluster . . . . . . . . . . . . . . . 8W-15-11, 12
A/C-Heater Control . . . . . . . . . . . . . . . 8W-15-11, 12 Left Fog Lamp . . . . . . . . . . . . . . . . . . . . . . 8W-15-3
Airbag Control Module . . . . . . . . . . . . . . . 8W-15-14 Left Front Park/Turn Signal Lamp . . . . . . . 8W-15-3
Antilock Brake Relay . . . . . . . . . . . . . . . . . 8W-15-2 Left Front Position Lamp . . . . . . . . . . . . . . 8W-15-4
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-10 Left Front Turn Signal Lamp . . . . . . . . . . . 8W-15-4
Blend Door Actuator . . . . . . . . . . . . . . 8W-15-11, 12 Left Headlamp . . . . . . . . . . . . . . . . . . . . 8W-15-3, 4
Blower Motor Relay . . . . . . . . . . . . . . 8W-15-11, 12 Left Headlamp Leveling Motor . . . . . . . . . . 8W-15-4
Brake Lamp Switch . . . . . . . . . . . . . . . . . 8W-15-13 Left License Lamp . . . . . . . . . . . . . . . . . . 8W-15-14
Center High Mounted Stop Lamp . . . . . . . 8W-15-14 Left Side Repeater Lamp . . . . . . . . . . . . . . 8W-15-4
Cigar Lighter/Power Outlet . . . . . . . . . 8W-15-11, 12 Multi-Function Switch . . . . . . . . . . . . . . . 8W-15-13
Compass/Temperature Mirror . . . . . . . 8W-15-11, 12 Overdrive Off Switch . . . . . . . . . . . . . 8W-15-11, 12
Controller Antilock Brake . . . . . . . . . . . . . . 8W-15-2 Oxygen Sensor 1/2 Downstream . . . . . . . 8W-15-7, 8
Data Link Connector . . . . . . . . . . . . 8W-15-6, 11, 12 Passenger Door Ajar Switch . . . . . . . . . . . 8W-15-13
Daytime Running Lamp Module . . . . . . . . 8W-15-2 Power Outlet . . . . . . . . . . . . . . . . . . . . 8W-15-11, 12
Driver Door Ajar Switch . . . . . . . . . . . . . . 8W-15-13 Power Steering Pressure Switch . . . . . . . . . 8W-15-9
Engine Starter Motor Relay . . . . . . . . 8W-15-7, 8, 9 Powertrain Control Module . . . . . . 8W-15-6, 7, 8, 9
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . . 8W-15-2 Radiator Fan Motor . . . . . . . . . . . . . . . . . 8W-15-10
Front Locker Indicator Switch . . . . . . . . . . 8W-15-8 Radiator Fan Motor Circuit Breaker . . . . 8W-15-10
Front Locker Pump . . . . . . . . . . . . . . . . . . 8W-15-8 Radio . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11, 12
Front Washer Pump . . . . . . . . . . . . . . . . 8W-15-3, 4 Rear Fog Lamp . . . . . . . . . . . . . . . . . . . . . 8W-15-14
Front Wiper Motor . . . . . . . . . . . . . . . . . . 8W-15-13 Rear Locker Indicator Switch . . . . . . . . . . . 8W-15-8
Fuel Pump Module . . . . . . . . . . . . . . . 8W-15-7, 8, 9 Rear Locker Pump . . . . . . . . . . . . . . . . . . . 8W-15-8
Fuse 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-13 Rear Washer Pump . . . . . . . . . . . . . . . . . . 8W-15-14
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-13 Rear Window Defogger . . . . . . . . . . . . . . . 8W-15-14
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2 Rear Window Defogger Switch . . . . . . 8W-15-11, 12
G101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2 Rear Wiper Motor . . . . . . . . . . . . . . . . . . . 8W-15-14
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-3, 4 Rear Wiper/Washer Switch . . . . . . . . . 8W-15-11, 12
G103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-5 Right Fog Lamp . . . . . . . . . . . . . . . . . . . . . 8W-15-5
G104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-6 Right Front Park/Turn Signal Lamp . . . . . 8W-15-5
G105 . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-6, 7, 8, 9 Right Front Position Lamp . . . . . . . . . . . . . 8W-15-5
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-10 Right Front Turn Signal Lamp . . . . . . . . . . 8W-15-5
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-10 Right Headlamp . . . . . . . . . . . . . . . . . . . . . 8W-15-5
G190 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-10 Right Headlamp Leveling Motor . . . . . . . . 8W-15-5
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11, 12 Right License Lamp . . . . . . . . . . . . . . . . . 8W-15-14
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11, 12 Right Side Repeater Lamp . . . . . . . . . . . . . 8W-15-5
G202 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11, 12 Seat Belt Switch . . . . . . . . . . . . . . . . . . . . 8W-15-14
G203 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11, 12 Sentry Key Immobilizer Module . . . . . . . . 8W-15-14
G204 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11, 12 Speed Control Servo . . . . . . . . . . . . . . . . . . 8W-15-2
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-13 Subwoofer . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-14
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-14 Transfer Case Switch . . . . . . . . . . . . . . . 8W-15-7, 9
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-14 Transmission Control Module . . . . . . . . . . . 8W-15-9
G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-14 Transmission Control Relay . . . . . . . . . . . . 8W-15-2
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-6 Transmission Range Indicator
Headlamp Leveling Switch . . . . . . . . . 8W-15-11, 12 Illumination . . . . . . . . . . . . . . . . . . . . . 8W-15-13
Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-3, 4 Underhood Lamp . . . . . . . . . . . . . . . . . . . . 8W-15-2
Ignition Switch . . . . . . . . . . . . . . . . . . . . . 8W-15-13
TJ 8W-18 BUS COMMUNICATIONS 8W - 18 - 1
8 W-1 8 BU S COM M U N I CAT I ON S

Airbag Control Module . . . . . . . . . . . . . . . . 8W-18-2 Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-18-2
Controller Antilock Brake . . . . . . . . . . . . . . 8W-18-4 Power Distribution Center . . . . . . . . . . . . . 8W-18-3
Data Link Connector . . . . . . . . . . . . . 8W-18-2, 3, 4 Powertrain Control Module . . . . . . . . 8W-18-2, 3, 4
Fuse 26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-3 Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-2
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-3 Sentry Key Immobilizer Module . . . . . . . . . 8W-18-2
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-3 Transmission Control Module . . . . . . . . . 8W-18-3, 4
TJ 8W-20 CHARGING SYSTEM 8W - 20 - 1
8 W-2 0 CH ARGI N G SY ST EM
Automatic Shut Down Relay . . . . . . . . . . . 8W-20-2 Fusible Link . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2 G104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2
Battery Temperature Sensor . . . . . . . . . . . 8W-20-3 G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2
Engine Starter Motor . . . . . . . . . . . . . . . . . 8W-20-2 G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2
Fuel Pump Relay . . . . . . . . . . . . . . . . . . 8W-20-2, 3 Generator . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2
Fuse 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-2 Power Distribution Center . . . . . . . . . . . . . 8W-20-2
Fuse 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-3 Powertrain Control Module . . . . . . . . . . 8W-20-2, 3
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . . . 8W-20-3
TJ 8W-21 STARTING SYSTEM 8W - 21 - 1
8 W-2 1 START I N G SY ST EM
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-2, 3 Fuse Block . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-2
Clutch Pedal Position Switch . . . . . . . . . . . 8W-21-2 G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-3
Engine Starter Motor . . . . . . . . . . . . . . . 8W-21-2, 3 Ignition Switch . . . . . . . . . . . . . . . . . . . . . . 8W-21-2
Engine Starter Motor Relay . . . . . . . . . . 8W-21-2, 3 Power Distribution Center . . . . . . . . . . . . . 8W-21-2
Fuse 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-2 Transmission Range Sensor . . . . . . . . . . . . 8W-21-3
Fuse 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-21-2
TJ 8W-30 FUEL/IGNITION SYSTEM 8W - 30 - 1
8 W-3 0 FU EL/I GN I T I ON SY ST EM
A/C Compressor Clutch Relay . . . . . . . . . . 8W-30-3 Fuse 16 . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-19, 21
A/C High Pressure Switch . . . . . . . . . . . . 8W-30-18 Fuse 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-4
A/C Low Pressure Switch . . . . . . . . . . 8W-30-12, 18 Fuse 23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3
A/C Pressure Transducer . . . . . . . . . . . . . . 8W-30-4 Fuse 28 . . . . . . . . . . . . . . . . . . . . 8W-30-7, 8, 13, 14
A/C-Heater Control . . . . . . . . . . . . . . . 8W-30-12, 18 Fuse Block . . . . . . . . . . . . . . . 8W-30-3, 4, 11, 17, 20
Automatic Shut Down G105 . . . . . . . . . . . . . . . . . . . 8W-30-2, 3, 12, 18, 24
Relay . . . . . . . . . . . . . . . . 8W-30-2, 3, 7, 8, 13, 14 G300 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-12, 18
Battery Temperature Sensor . . . . . . . . 8W-30-10, 16 Generator . . . . . . . . . . . . . . . . 8W-30-11, 12, 17, 18
Brake Lamp Switch . . . . . . . . . . . . 8W-30-6, 12, 18 High Speed Radiator Fan Relay . . . . . . . . 8W-30-20
Brake Transmission Shift Interlock Idle Air Control Motor . . . . . . . . . . . . 8W-30-11, 17
Solenoid . . . . . . . . . . . . . . . . . . . . . 8W-30-12, 18 Ignition Coil Pack . . . . . . . . . . . . . . . . . 8W-30-7, 13
Camshaft Position Sensor . . . . . . . . . . . 8W-30-7, 13 Intake Air Temperature Sensor . . . . . . 8W-30-9, 15
Capacitor . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-13 Leak Detection Pump . . . . . . . . . . . . . 8W-30-11, 17
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-6 Left Speed Control Switch . . . . . . . . . . . . . 8W-30-6
Coil Capacitor . . . . . . . . . . . . . . . . . . . . . . . 8W-30-7 Low Speed Radiator Fan Relay . . . . . . . . 8W-30-20
Crankshaft Position Sensor . . . . . . . . . 8W-30-7, 13 Manifold Absolute Pressure Sensor . . . 8W-30-9, 15
Data Link Connector . . . . . . . . . . . . . . . . . 8W-30-5 Oxygen Sensor 1/1 Upstream . . . . 8W-30-19, 22, 23
Daytime Running Lamp Module . . . . . 8W-30-10, 16 Oxygen Sensor 1/2 Downstream . . 8W-30-19, 22, 24
Engine Coolant Temperature Sensor . . 8W-30-9, 15 Oxygen Sensor 2/1 Upstream . . . . . . . . . . 8W-30-23
Engine Oil Pressure Sensor . . . . . . . . . . . 8W-30-15 Oxygen Sensor 2/2 Downstream . . . . . . . . 8W-30-24
Engine Oil Pressure Switch . . . . . . . . . . . . 8W-30-9 Oxygen Sensor Downstream Heater
Engine Starter Motor Relay . . . . . . . . . . . . 8W-30-4 Relay . . . . . . . . . . . . . . . . . . 8W-30-21, 22, 23, 24
EVAP/Purge Solenoid . . . . . . . . . . . . . 8W-30-11, 17 Power Distribution
Fuel Injector No. 1 . . . . . . . . . . . . . . . . 8W-30-8, 14 Center . . . . . . 8W-30-2, 3, 7, 8, 13, 14, 19, 20, 21
Fuel Injector No. 2 . . . . . . . . . . . . . . . . 8W-30-8, 14 Power Steering Pressure Switch . . . . . . . . 8W-30-12
Fuel Injector No. 3 . . . . . . . . . . . . . . . . 8W-30-8, 14 Powertrain Control Module . . 8W-30-2, 3, 4, 5, 6, 7,
Fuel Injector No. 4 . . . . . . . . . . . . . . . . 8W-30-8, 14 8, 9, 10, 11, 12, 13, 14, 15,
Fuel Injector No. 5 . . . . . . . . . . . . . . . . . . 8W-30-14 16, 17, 18, 19, 20, 21, 22, 23, 24
Fuel Injector No. 6 . . . . . . . . . . . . . . . . . . 8W-30-14 Speed Control Servo . . . . . . . . . . . . . . . . . . 8W-30-6
Fuel Pump Module . . . . . . . . . . . . . . . . . . . 8W-30-3 Throttle Position Sensor . . . . . . . . . . . 8W-30-10, 16
Fuel Pump Relay . . . . . . . . . . . . . . . . . . 8W-30-2, 3 Transfer Case Switch . . . . . . . . . . . . . . . . 8W-30-15
Fuse 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-20 Transmission Control Module . . . . . . . . . 8W-30-2, 5
Fuse 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-20 Transmission Range Sensor . . . . . . . . 8W-30-12, 18
Fuse 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-2 Vehicle Speed Sensor . . . . . . . . . . . . . 8W-30-10, 16
Fuse 11 . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-11, 17
Fuse 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-3
TJ 8W-31 TRANSMISSION CONTROL SYSTEM 8W - 31 - 1
8 W-3 1 T RAN SM I SSI ON CON T ROL SY ST EM

A/C Compressor Clutch Relay . . . . . . . . . . 8W-31-2 Input Speed Sensor . . . . . . . . . . . . . . . . . . 8W-31-9
Axle Lock Switch . . . . . . . . . . . . . . . . 8W-31-14, 15 Instrument Cluster . . . . . . . 8W-31-2, 10, 13, 14, 15
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-31-2 Left Rear Lamp Assembly . . . . . . . . . . . . . 8W-31-7
Brake Transmission Shift Interlock Output Speed Sensor . . . . . . . . . . . . . . . . . 8W-31-9
Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-2 Overdrive Off Switch . . . . . . . . . . . . . . . . 8W-31-10
Crankshaft Position Sensor . . . . . . . . . . . . 8W-31-8 Power Distribution Center . . . . . . 8W-31-3, 4, 5, 12
Data Link Connector . . . . . . . . . . . . . . . . 8W-31-11 Powertrain Control Module . . . 8W-31-2, 6, 8, 11, 15
Front Locker Indicator Switch . . . . . . . . . 8W-31-13 Rear Locker Indicator Switch . . . . . . . . . . 8W-31-13
Front Locker Pump . . . . . . . . . . . . . . . . . 8W-31-12 Rear Locker Pump . . . . . . . . . . . . . . . . . . 8W-31-12
Front Locker Relay . . . . . . . . . . . . . . . . . . 8W-31-12 Rear Locker Relay . . . . . . . . . . . . . . . . . . 8W-31-12
Fuse 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-3 Right Rear Lamp Assembly . . . . . . . . . . . . 8W-31-7
Fuse 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-7 Throttle Position Sensor . . . . . . . . . . . . . . 8W-31-11
Fuse 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-2 Transfer Case Switch . . . . . . . . . . . . . . 8W-31-2, 15
Fuse 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-2 Transmission Control
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . 8W-31-2, 7 Module . . . . . . . . . . . 8W-31-3, 4, 5, 6, 8, 9, 10, 11
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-3 Transmission Control Relay . . . . . . . . 8W-31-3, 4, 5
G105 . . . . . . . . . . . . . . . . . . . . . . 8W-31-2, 8, 12, 13 Transmission Range Sensor . . . . . . . . 8W-31-6, 7, 9
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-10, 15 Transmission Solenoid/Pressure Switch
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-2 Assembly . . . . . . . . . . . . . . . . . . . . . . 8W-31-4, 5
TJ 8W-33 VEHICLE SPEED CONTROL 8W - 33 - 1
8 W-3 3 V EH I CLE SPEED CON T ROL

Brake Transmission Shift Interlock Left Speed Control Switch . . . . . . . . . . . . . 8W-33-3
Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-2 Powertrain Control Module . . . . . . . . . . 8W-33-2, 3
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-3 Right Speed Control Switch . . . . . . . . . . . . 8W-33-3
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-33-2 Speed Control Servo . . . . . . . . . . . . . . . . . . 8W-33-2
TJ 8W-35 ANTILOCK BRAKES 8W - 35 - 1
8 W-3 5 AN T I LOCK BRAK ES

Antilock Brake Relay . . . . . . . . . . . . . . . . . 8W-35-2 G-Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35-3
Brake Transmission Shift Interlock G101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35-2
Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35-2 Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-35-2
Center High Mounted Stop Lamp . . . . . . . 8W-35-3 Left Front Wheel Speed Sensor . . . . . . . . . 8W-35-4
Controller Antilock Brake . . . . . . . . . . 8W-35-2, 3, 4 Left Rear Wheel Speed Sensor . . . . . . . . . . 8W-35-4
Fuse 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35-3 Multi-Function Switch . . . . . . . . . . . . . . . . 8W-35-3
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35-2 Powertrain Control Module . . . . . . . . . . . . 8W-35-3
Fuse 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35-2 Right Front Wheel Speed Sensor . . . . . . . . 8W-35-4
Fuse 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-35-2 Right Rear Wheel Speed Sensor . . . . . . . . . 8W-35-4
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . 8W-35-2, 3
TJ 8W-39 VEHICLE THEFT SECURITY SYSTEM 8W - 39 - 1
8 W-3 9 V EH I CLE T H EFT SECU RI T Y SY ST EM

Data Link Connector . . . . . . . . . . . . . . . . . 8W-39-2 G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-2
Fuse 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-2 Sentry Key Immobilizer Module . . . . . . . . . 8W-39-2
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . . . 8W-39-2
TJ 8W-40 INSTRUMENT CLUSTER 8W - 40 - 1
8 W-4 0 I N ST RU M EN T CLU ST ER
Airbag Control Module . . . . . . . . . . . . . . . . 8W-40-4 G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-2
Antilock Brake Relay . . . . . . . . . . . . . . . . . 8W-40-7 G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-8
Axle Lock Switch . . . . . . . . . . . . . . . . . . . . 8W-40-6 G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-4
Brake Warning Indicator Switch . . . . . . . . 8W-40-7 Ignition Switch . . . . . . . . . . . . . . . . . . . . . . 8W-40-8
Data Link Connector . . . . . . . . . . . . . 8W-40-3, 4, 9 Instrument Cluster . . 8W-40-2, 3, 4, 5, 6, 7, 8, 9, 10
Daytime Running Lamp Module . . . . . . 8W-40-5, 10 Multi-Function Switch . . . . . . . . . 8W-40-4, 5, 8, 10
Driver Door Ajar Switch . . . . . . . . . . . . . . . 8W-40-8 Park Brake Switch . . . . . . . . . . . . . . . . . . . 8W-40-7
Engine Coolant Temperature Sensor . . . . . 8W-40-3 Passenger Door Ajar Switch . . . . . . . . . . . . 8W-40-8
Engine Oil Pressure Switch . . . . . . . . . . . . 8W-40-3 Power Distribution Center . . . . . . . . . . . . . 8W-40-2
Front Locker Indicator Switch . . . . . . . . . . 8W-40-6 Powertrain Control Module . . . . . . . . . . 8W-40-3, 4
Fuel Pump Module . . . . . . . . . . . . . . . . . . . 8W-40-3 Rear Locker Indicator Switch . . . . . . . . . . . 8W-40-6
Fuse 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-8 Rear Window Defogger Relay . . . . . . . . . . . 8W-40-9
Fuse 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-2 Rear Window Defogger Switch . . . . . . . . . . 8W-40-9
Fuse 26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-2 Seat Belt Switch . . . . . . . . . . . . . . . . . . . . . 8W-40-4
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . 8W-40-2, 8 Transfer Case Switch . . . . . . . . . . . . . . . . . 8W-40-5
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-40-5 Vehicle Speed Sensor . . . . . . . . . . . . . . . . . 8W-40-3
TJ 8W-41 HORN/CIGAR LIGHTER/POWER OUTLET 8W - 41 - 1
8 W-4 1 H ORN /CI GAR LI GH T ER/POWER OU T LET

Cigar Lighter/Power Outlet . . . . . . . . . . . . 8W-41-2 G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-2
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-3 Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-3
Fuse 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-2 Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-3
Fuse 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-2 Horn Switch . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-3
Fuse 18 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-2, 3 Ignition Switch . . . . . . . . . . . . . . . . . . . . . . 8W-41-2
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-2 Power Distribution Center . . . . . . . . . . . 8W-41-2, 3
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-41-3 Power Outlet . . . . . . . . . . . . . . . . . . . . . . . 8W-41-2
TJ 8W-42 AIR CONDITIONING-HEATER 8W - 42 - 1
8 W-4 2 AI R CON DI T I ON I N G-H EAT ER

A/C Compressor Clutch . . . . . . . . . . . . . 8W-42-6, 8 Fuse 11 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-6, 7
A/C Compressor Clutch Relay . . . . . . . 8W-42-6, 7, 8 Fuse 21 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-6, 7
A/C High Pressure Switch . . . . . . . . . . . . . 8W-42-6 Fuse Block . . . . . . . . . . . . . 8W-42-2, 3, 4, 5, 6, 7, 9
A/C Low Pressure Switch . . . . . . . . . . . . 8W-42-6, 7 G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-6, 8
A/C Pressure Transducer . . . . . . . . . . . . . 8W-42-10 G190 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-9
A/C-Heater Control . . . . . . . . . . . . . 8W-42-4, 5, 6, 7 G200 . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-2, 3, 4, 5
Blend Door Actuator . . . . . . . . . . . . . . 8W-42-3, 4, 5 G202 . . . . . . . . . . . . . . . . . . . . 8W-42-2, 3, 4, 5, 6, 7
Blower Motor . . . . . . . . . . . . . . . . . 8W-42-2, 3, 4, 5 Heater Control . . . . . . . . . . . . . . . . . . . . 8W-42-2, 3
Blower Motor Relay . . . . . . . . . . . . 8W-42-2, 3, 4, 5 High Speed Radiator Fan Relay . . . . . . . . . 8W-42-9
Blower Motor Resistor Block . . . . . . . . . 8W-42-2, 4 Low Speed Radiator Fan Relay . . . . . . . . . 8W-42-9
Fuse 1 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-3, 5 Power Distribution Center . . . . . 8W-42-3, 5, 6, 7, 9
Fuse 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-9 Powertrain Control Module . . . . . . 8W-42-6, 7, 9, 10
Fuse 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-9 Radiator Fan Motor . . . . . . . . . . . . . . . . . . 8W-42-9
Fuse 8 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-2, 4 Radiator Fan Motor Circuit Breaker . . . . . 8W-42-9
TJ 8W-43 AIRBAG SYSTEM 8W - 43 - 1
8 W-4 3 AI RBAG SY ST EM
Airbag Control Module . . . . . . . . . . . . . . 8W-43-2, 3 Fuse 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-43-2
Brake Transmission Shift Interlock Fuse 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-43-3
Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . 8W-43-3 Fuse Block . . . . . . . . . . . . . . . . . . . . . . . 8W-43-2, 3
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . 8W-43-2 G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-43-2
Data Link Connector . . . . . . . . . . . . . . . . . 8W-43-3 Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-43-3
Driver Airbag Squib 1 . . . . . . . . . . . . . . . . 8W-43-2 Passenger Airbag On-Off Switch . . . . . . . . 8W-43-2
Fuse 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-43-2 Passenger Airbag Squib 1 . . . . . . . . . . . . . . 8W-43-2
TJ 8W-44 INTERIOR LIGHTING 8W - 44 - 1
8 W-4 4 I N T ERI OR LI GH T I N G
A/C-Heater Control . . . . . . . . . . . . . . . . . . . 8W-44-5 Instrument Cluster . . . . . . . . . . . . . 8W-44-3, 4, 5, 7
Ambient Temperature Sensor . . . . . . . . . . . 8W-44-7 Left Courtesy Lamp . . . . . . . . . . . . . . . . . . 8W-44-3
Axle Lock Switch . . . . . . . . . . . . . . . . . . 8W-44-3, 5 Left Dome Lamp . . . . . . . . . . . . . . . . . . . . 8W-44-3
Back-Up Lamp Switch . . . . . . . . . . . . . . . . 8W-44-6 Multi-Function Switch . . . . . . . . . . . . . . . . 8W-44-5
Compass/Temperature Mirror . . . . . . . 8W-44-3, 6, 7 Overdrive Off Switch . . . . . . . . . . . . . . . . . 8W-44-5
Data Link Connector . . . . . . . . . . . . . . . . . 8W-44-3 Passenger Door Ajar Switch . . . . . . . . . . . . 8W-44-4
Driver Door Ajar Switch . . . . . . . . . . . . . . . 8W-44-4 Power Distribution Center . . . . . . . . . . . 8W-44-2, 6
Fuse 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-4 Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-5
Fuse 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-6 Rear Window Defogger Switch . . . . . . . . . . 8W-44-5
Fuse 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-6 Rear Wiper/Washer Switch . . . . . . . . . . . . . 8W-44-5
Fuse 26 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-2, 6 Right Courtesy Lamp . . . . . . . . . . . . . . . . . 8W-44-3
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . 8W-44-4, 6 Right Dome Lamp . . . . . . . . . . . . . . . . . . . 8W-44-3
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-2 Transmission Range Indicator
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-5, 7 Illumination . . . . . . . . . . . . . . . . . . . . . . 8W-44-5
G201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-5 Transmission Range Sensor . . . . . . . . . . . . 8W-44-6
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-4, 5 Underhood Lamp . . . . . . . . . . . . . . . . . . . . 8W-44-2
Ignition Switch . . . . . . . . . . . . . . . . . . . . . . 8W-44-4
TJ 8W-47 AUDIO SYSTEM 8W - 47 - 1
8 W-4 7 AU DI O SY ST EM
Fuse 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-5 Left Rear Speaker . . . . . . . . . . . . . . . . . 8W-47-3, 5
Fuse 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-2 Radio . . . . . . . . . . . . . . . . . . . . . . . 8W-47-2, 3, 4, 5
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . 8W-47-2, 5 Right Front Speaker . . . . . . . . . . . . . . . . 8W-47-3, 4
G204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-2 Right Rear Speaker . . . . . . . . . . . . . . . . 8W-47-3, 5
G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-4, 5 Subwoofer . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-4, 5
Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-47-2
Left Front Speaker . . . . . . . . . . . . . . . . . 8W-47-3, 4
TJ 8W-48 REAR WINDOW DEFOGGER 8W - 48 - 1
8 W-4 8 REAR WI N DOW DEFOGGER

Fuse 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-48-2 Instrument Cluster . . . . . . . . . . . . . . . . . 8W-48-2, 3
Fuse 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-48-2 Rear Window Defogger . . . . . . . . . . . . . . 8W-48-2, 3
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . 8W-48-2, 3 Rear Window Defogger Relay . . . . . . . . . . . 8W-48-2
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-48-3 Rear Window Defogger Switch . . . . . . . . . . 8W-48-3
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-48-3
TJ 8W-50 FRONT LIGHTING 8W - 50 - 1
8 W-5 0 FRON T LI GH T I N G
Circuit Breaker . . . . . . . . . . . . . . . . . . . 8W-50-2, 11 Left Headlamp . . . . . . . . . . . . . . . . . . . . . . 8W-50-3
Daytime Running Lamp Module . . 8W-50-2, 3, 9, 11 Left Headlamp Leveling Motor . . . . . . . . . . 8W-50-7
Fog Lamp Relay . . . . . . . . . . . . . . 8W-50-3, 8, 9, 10 Left Side Marker Lamp . . . . . . . . . . . . . . . 8W-50-4
Fuse 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-2 Left Side Repeater Lamp . . . . . . . . . . . . . . 8W-50-5
Fuse 10 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-2, 11 Multi-Function Switch . . . . 8W-50-2, 4, 5, 6, 7, 8, 9
Fuse 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-11 Power Distribution Center . . . . . . 8W-50-2, 8, 9, 11
Fuse 16 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-2, 7 Powertrain Control Module . . . . . . . . . . . 8W-50-11
Fuse 19 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-8, 9 Right Fog Lamp . . . . . . . . . . . . . . . . . . . . 8W-50-10
Fuse Block . . . . . . . . . . . . . . . . . . . . 8W-50-2, 7, 11 Right Front Park/Turn Signal Lamp . . . . . 8W-50-4
G100 . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-8, 9, 11 Right Front Position Lamp . . . . . . . . . . . . . 8W-50-6
G102 . . . . . . . . . . . . . . . . . . . 8W-50-3, 4, 5, 6, 7, 10 Right Front Turn Signal Lamp . . . . . . . . . . 8W-50-5
G103 . . . . . . . . . . . . . . . . . . . 8W-50-3, 4, 5, 6, 7, 10 Right Headlamp . . . . . . . . . . . . . . . . . . . . . 8W-50-3
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-7 Right Headlamp Leveling Motor . . . . . . . . 8W-50-7
Headlamp Leveling Switch . . . . . . . . . . . . . 8W-50-7 Right Side Marker Lamp . . . . . . . . . . . . . . 8W-50-4
Instrument Cluster . . . . . 8W-50-3, 4, 5, 6, 9, 10, 11 Right Side Repeater Lamp . . . . . . . . . . . . . 8W-50-5
Left Fog Lamp . . . . . . . . . . . . . . . . . . . . . 8W-50-10 Transmission Control Relay . . . . . . . . . . 8W-50-8, 9
Left Front Park/Turn Signal Lamp . . . . . . . 8W-50-4 Vehicle Speed Sensor . . . . . . . . . . . . . . . . 8W-50-11
Left Front Position Lamp . . . . . . . . . . . . . . 8W-50-6
Left Front Turn Signal Lamp . . . . . . . . . . . 8W-50-5
TJ 8W-51 REAR LIGHTING 8W - 51 - 1
8 W-5 1 REAR LI GH T I N G
Back-Up Lamp Switch . . . . . . . . . . . . . . 8W-51-2, 4 Instrument Cluster . . . . . . . . . . . . . . . 8W-51-2, 4, 8
Brake Lamp Switch . . . . . . . . . . . . . . . . 8W-51-5, 7 Left License Lamp . . . . . . . . . . . . . . . . . . . 8W-51-8
Brake Transmission Shift Interlock Left Rear Lamp Assembly . . . . . . 8W-51-3, 4, 5, 6, 7
Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-7 Multi-Function Switch . . . . 8W-51-2, 3, 4, 5, 6, 7, 8
Center High Mounted Stop Lamp . . . . . . 8W-51-5, 7 Powertrain Control Module . . . . . . . . . . 8W-51-2, 7
Compass/Temperature Mirror . . . . . . . . . 8W-51-3, 4 Rear Fog Lamp . . . . . . . . . . . . . . . . . . . . . . 8W-51-8
Controller Antilock Brake . . . . . . . . . . . . 8W-51-5, 7 Right License Lamp . . . . . . . . . . . . . . . . . . 8W-51-8
Fuse 2 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-5, 7 Right Rear Lamp Assembly . . 8W-51-2, 3, 4, 5, 6, 7
Fuse 7 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-2, 4 Speed Control Servo . . . . . . . . . . . . . . . . . . 8W-51-7
Fuse Block . . . . . . . . . . . . . . . . . . . 8W-51-2, 4, 5, 7 Transmission Range Sensor . . . . . . . . . . 8W-51-2, 4
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-7
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-5, 8
TJ 8W-52 TURN SIGNALS 8W - 52 - 1
8 W-5 2 T U RN SI GN ALS
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-52-2 Left Side Marker Lamp . . . . . . . . . . . . . . . 8W-52-4
Fuse 13 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-2, 3 Left Side Repeater Lamp . . . . . . . . . . . . . . 8W-52-5
Fuse 27 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-2, 3 Multi-Function Switch . . . . . . . . . . 8W-52-2, 3, 4, 5
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . 8W-52-2, 3 Power Distribution Center . . . . . . . . . . . 8W-52-2, 3
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-4, 5 Right Front Park/Turn Signal Lamp . . . . . 8W-52-4
G103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-4, 5 Right Front Turn Signal Lamp . . . . . . . . . . 8W-52-5
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-2 Right Rear Lamp Assembly . . . . . . . . . . 8W-52-2, 3
Instrument Cluster . . . . . . . . . . . . . . . . . 8W-52-4, 5 Right Side Marker Lamp . . . . . . . . . . . . . . 8W-52-4
Left Front Park/Turn Signal Lamp . . . . . . . 8W-52-4 Right Side Repeater Lamp . . . . . . . . . . . . . 8W-52-5
Left Front Turn Signal Lamp . . . . . . . . . . . 8W-52-5
Left Rear Lamp Assembly . . . . . . . . . . . 8W-52-2, 3
TJ 8W-53 WIPERS 8W - 53 - 1
8 W-5 3 WI PERS
Front Washer Pump . . . . . . . . . . . . . . . . . . 8W-53-2 G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-4
Front Wiper Motor . . . . . . . . . . . . . . . . . . . 8W-53-2 Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-53-3
Fuse 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-2 Rear Washer Pump . . . . . . . . . . . . . . . . . 8W-53-3, 4
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . 8W-53-2, 4 Rear Wiper Motor . . . . . . . . . . . . . . . . . . 8W-53-3, 4
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-2 Rear Wiper/Washer Switch . . . . . . . . . . . . . 8W-53-3
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-3
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-2
TJ 8W-70 SPLICE INFORMATION 8W - 70 - 1
8 W-7 0 SPLI CE I N FORM AT I ON

S101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16 S162 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-11
S102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-8 S163 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-16
S103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-6, 7 S164 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-8
S105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-3 S170 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-4
S106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-2 S171 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-3
S108 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-6, 9 S172 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-11
S111 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13 S173 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-20
S113 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-11, 17 S173 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-2
S116 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-19 S176 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-5
S117 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-3, 4 S177 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-9
S118 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-2, 3 S178 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-18
S121 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-6, 7, 8 S180 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-12
S122 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-3 S180 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-9
S123 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-10 S202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-3
S124 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-16 S204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-20
S125 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-5 S206 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-5
S126 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-17 S207 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-11, 12
S127 . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-5, 6, 7, 8 S208 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-42-2, 4
S128 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-17, 18 S209 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-2
S129 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-4 S210 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-21
S130 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-6 S215 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-7
S132 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7, 8, 9 S216 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-14
S133 . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-5, 6, 7, 8 S217 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-14
S134 . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7, 8, 9 S302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-13
S135 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-10 S304 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-2
S136 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-8 S309 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-14
S137 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-7, 8 S310 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-2, 3
S138 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-7 S311 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-4
S140 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-15 S315 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-7
S141 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-4, 5 S316 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-14
S142 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-4, 5 S317 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-8
S143 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-2 S320 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-11
S144 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-2 S331 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-13
S145 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-4 S335 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-3
S147 . . . . . . . . . . . . . . . . . . . . . . . . 8W-70-5, 6, 7, 8 S351 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-20
S150 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-5 S352 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-44-3
S151 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-10 S353 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-52-4, 5
S152 . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-3, 10 S354 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-51-8
S153 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-17 S355 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-18-2
S155 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-9 S356 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-5
S156 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-50-10 S357 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-5
S157 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-8 S358 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-5
S158 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-11 S359 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-47-5
S159 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-10-21 S360 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-15-14
S160 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-31-9 S361 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-11-5
S161 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-30-2
TJ 8W-80 CONNECTOR PIN-OUTS 8W - 80 - 1
8 W-8 0 CON N ECT OR PI N -OU T S

A/C Compressor Clutch . . . . . . . . . . . . . . . 8W-80-3 C324 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-20
A/C High Pressure Switch (4.0L) . . . . . . . . 8W-80-3 C325 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-20
A/C Low Pressure Switch (2.4L) . . . . . . . . . 8W-80-3 C325 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-20
A/C Low Pressure Switch (4.0L) . . . . . . . . . 8W-80-3 C326 (Hard Top) . . . . . . . . . . . . . . . . . . . . 8W-80-20
A/C Pressure Transducer (2.4L) . . . . . . . . . 8W-80-3 C326 (Hard Top) . . . . . . . . . . . . . . . . . . . . 8W-80-21
A/C-Heater Control C1 . . . . . . . . . . . . . . . . 8W-80-4 C329 (Export) . . . . . . . . . . . . . . . . . . . . . . 8W-80-21
A/C-Heater Control C2 . . . . . . . . . . . . . . . . 8W-80-4 C329 (Export) . . . . . . . . . . . . . . . . . . . . . . 8W-80-21
A/C-Heater Control C3 . . . . . . . . . . . . . . . . 8W-80-4 C380 (Except Export) . . . . . . . . . . . . . . . . 8W-80-21
Airbag Control Module . . . . . . . . . . . . . . . . 8W-80-4 C380 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-21
Ambient Temperature Sensor . . . . . . . . . . . 8W-80-5 Camshaft Position Sensor (2.4L) . . . . . . . 8W-80-22
Axle Lock Switch (Off-Road Package) . . . . . 8W-80-5 Camshaft Position Sensor (4.0L) . . . . . . . 8W-80-22
Back-Up Lamp Switch (M/T) . . . . . . . . . . . 8W-80-5 Cigar Lighter/Power Outlet . . . . . . . . . . . 8W-80-22
Battery Temperature Sensor . . . . . . . . . . . 8W-80-5 Circuit Breaker . . . . . . . . . . . . . . . . . . . . . 8W-80-22
Blend Door Actuator . . . . . . . . . . . . . . . . . . 8W-80-6 Clockspring C1 . . . . . . . . . . . . . . . . . . . . . 8W-80-22
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . 8W-80-6 Clockspring C2 . . . . . . . . . . . . . . . . . . . . . 8W-80-23
Blower Motor Relay . . . . . . . . . . . . . . . . . . 8W-80-6 Clutch Pedal Position Switch (M/T) . . . . . 8W-80-23
Blower Motor Resistor Block . . . . . . . . . . . 8W-80-6 Compass/Temperature Mirror . . . . . . . . . . 8W-80-23
Brake Lamp Switch . . . . . . . . . . . . . . . . . . 8W-80-6 Controller Antilock Brake . . . . . . . . . . . . . 8W-80-23
Brake Transmission Shift Interlock Crankshaft Position Sensor
Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-7 (2.4L/4.0L A/T) . . . . . . . . . . . . . . . . . . . 8W-80-24
Brake Warning Indicator Switch . . . . . . . . 8W-80-7 Crankshaft Position Sensor (4.0L M/T) . . . 8W-80-24
C103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-7 Data Link Connector . . . . . . . . . . . . . . . . 8W-80-24
C103 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-8 Daytime Running Lamp Module (Except
C104 (LHD) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-8 Export) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-25
C104 (LHD) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-9 Driver Airbag Squib 1 . . . . . . . . . . . . . . . . 8W-80-25
C104 (RHD) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-9 Driver Door Ajar Switch . . . . . . . . . . . . . . 8W-80-25
C104 (RHD) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-9 Engine Coolant Temperature Sensor . . . . 8W-80-25
C107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-10 Engine Oil Pressure Switch . . . . . . . . . . . 8W-80-26
C107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-11 EVAP/Purge Solenoid . . . . . . . . . . . . . . . . 8W-80-26
C109 (A/T) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-12 Front Locker Indicator Switch (Off-Road
C109 (A/T) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-12 Package) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-26
C110 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-12 Front Locker Pump (Off-Road Package) . . 8W-80-26
C110 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-13 Front Washer Pump . . . . . . . . . . . . . . . . . 8W-80-27
C115 (Off-Road Package) . . . . . . . . . . . . . 8W-80-13 Front Wiper Motor . . . . . . . . . . . . . . . . . . 8W-80-27
C115 (Off-Road Package) . . . . . . . . . . . . . 8W-80-13 Fuel Injector No. 1 (2.4L) . . . . . . . . . . . . . 8W-80-27
C120 (2.4L) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-14 Fuel Injector No. 2 (4.0L) . . . . . . . . . . . . . 8W-80-28
C170 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-14 Fuel Injector No. 3 (4.0L) . . . . . . . . . . . . . 8W-80-28
C170 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-15 Fuel Injector No. 4 (2.4L) . . . . . . . . . . . . . 8W-80-28
C182 (2.4L) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-16 Fuel Pump Module . . . . . . . . . . . . . . . . . . 8W-80-29
C202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-17 G-Switch (LHD) . . . . . . . . . . . . . . . . . . . . 8W-80-29
C202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-18 Generator . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-29
C203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-19 Headlamp Leveling Switch (Export) . . . . . 8W-80-29
C203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-19 Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-30
C205 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-19 Idle Air Control Motor . . . . . . . . . . . . . . . 8W-80-30
C205 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-19 Ignition Coil Pack (2.4L) . . . . . . . . . . . . . . 8W-80-30
C324 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-20 Ignition Coil Pack (4.0L) . . . . . . . . . . . . . . 8W-80-30
8W - 80 - 2 8W-80 CONNECTOR PIN-OUTS TJ

Ignition Switch . . . . . . . . . . . . . . . . . . . . . 8W-80-30 Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-43
Input Speed Sensor . . . . . . . . . . . . . . . . . 8W-80-31 Rear Fog Lamp (Export) . . . . . . . . . . . . . . 8W-80-43
Instrument Cluster C1 . . . . . . . . . . . . . . . 8W-80-31 Rear Locker Indicator Switch (Off-Road
Instrument Cluster C2 . . . . . . . . . . . . . . . 8W-80-31 Package) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-44
Intake Air Temperature Sensor . . . . . . . . 8W-80-32 Rear Locker Pump (Off-Road Package) . . . 8W-80-44
Leak Detection Pump . . . . . . . . . . . . . . . . 8W-80-32 Rear Washer Pump (Hard Top) . . . . . . . . . 8W-80-44
Left Courtesy Lamp . . . . . . . . . . . . . . . . . 8W-80-32 Rear Window Defogger Switch (Hard
Left Dome Lamp . . . . . . . . . . . . . . . . . . . . 8W-80-32 Top) . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-44
Left Fog Lamp (Except Export) . . . . . . . . 8W-80-32 Rear Wiper Motor (Hard Top) . . . . . . . . . . 8W-80-45
Left Front Park/Turn Signal Lamp (Except Rear Wiper/washer Switch (Hard Top) . . . 8W-80-45
Export) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-33 Right Courtesy Lamp . . . . . . . . . . . . . . . . 8W-80-45
Left Front Position Lamp (Export) . . . . . . 8W-80-33 Right Dome Lamp . . . . . . . . . . . . . . . . . . 8W-80-45
Left Front Speaker . . . . . . . . . . . . . . . . . . 8W-80-33 Right Fog Lamp (Except Export) . . . . . . . 8W-80-45
Left Front Turn Signal Lamp (Export) . . . 8W-80-33 Right Front Park/Turn Signal Lamp (Except
Left Front Wheel Speed Sensor . . . . . . . . 8W-80-33 Export) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-46
Left Headlamp . . . . . . . . . . . . . . . . . . . . . 8W-80-34 Right Front Position Lamp (Export) . . . . . 8W-80-46
Left Headlamp Leveling Motor (Export) . . 8W-80-34 Right Front Speaker . . . . . . . . . . . . . . . . . 8W-80-46
Left License Lamp (Export) . . . . . . . . . . . 8W-80-34 Right Front Turn Signal Lamp (Export) . . 8W-80-46
Left Rear Lamp Assembly . . . . . . . . . . . . 8W-80-34 Right Front Wheel Speed Sensor . . . . . . . 8W-80-46
Left Rear Speaker . . . . . . . . . . . . . . . . . . 8W-80-35 Right Headlamp . . . . . . . . . . . . . . . . . . . . 8W-80-47
Left Rear Wheel Speed Sensor . . . . . . . . . 8W-80-35 Right Headlamp Leveling Motor (Export) . 8W-80-47
Left Side Marker Lamp (Except Export) . . 8W-80-35 Right License Lamp (Export) . . . . . . . . . . 8W-80-47
Left Side Repeater Lamp (Export) . . . . . . 8W-80-35 Right Rear Lamp Assembly . . . . . . . . . . . 8W-80-47
Manifold Absolute Pressure Sensor Right Rear Speaker . . . . . . . . . . . . . . . . . 8W-80-48
(2.4L) . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-35 Right Rear Wheel Speed Sensor . . . . . . . . 8W-80-48
Manifold Absolute Pressure Sensor Right Side Marker Lamp (Except
(4.0L) . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-36 Export) . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-48
Multi-Function Switch C1 . . . . . . . . . . . . 8W-80-36 Right Side Repeater Lamp (Export) . . . . . 8W-80-48
Multi-Function Switch C2 . . . . . . . . . . . . 8W-80-36 Seat Belt Switch (Except LHD Export) . . . 8W-80-48
Output Speed Sensor . . . . . . . . . . . . . . . . 8W-80-37 Sentry Key Immobilizer Module . . . . . . . . 8W-80-49
Overdrive Off Switch . . . . . . . . . . . . . . . . 8W-80-37 Speed Control Servo . . . . . . . . . . . . . . . . . 8W-80-49
Oxygen Sensor 1/1 Upstream . . . . . . . . . . 8W-80-37 Subwoofer . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-49
Oxygen Sensor 1/2 Downstream . . . . . . . . 8W-80-37 Throttle Position Sensor (2.4L) . . . . . . . . . 8W-80-49
Oxygen Sensor 2/1 Upstream (Except Export/Japan Throttle Position Sensor (4.0L) . . . . . . . . . 8W-80-50
Low Emission Vehicle) . . . . . . . . . . . . . 8W-80-38 Torque Converter Clutch Solenoid . . . . . . 8W-80-50
Oxygen Sensor 2/2 Downstream (Except Export/ Transfer Case Switch (Except Off-Road
Japan Low Emission Vehicle) . . . . . . . . 8W-80-38 Package) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-50
Passenger Airbag On-Off Switch (LHD) . . 8W-80-38 Transfer Case Switch (Off-Road
Passenger Airbag Squib 1 . . . . . . . . . . . . . 8W-80-38 Package) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-50
Passenger Door Ajar Switch . . . . . . . . . . . 8W-80-39 Transmission Control Module . . . . . . . . . . 8W-80-51
Power Outlet . . . . . . . . . . . . . . . . . . . . . . 8W-80-39 Transmission Range Indicator Illumination
Power Steering Pressure Switch (2.4L) . . . 8W-80-39 (PRNDL) . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-52
Powertrain Control Module C1 . . . . . . . . . 8W-80-40 Transmission Range Sensor . . . . . . . . . . . 8W-80-52
Powertrain Control Module C2 . . . . . . . . . 8W-80-41 Transmission Solenoid/Pressure Switch
Powertrain Control Module C3 . . . . . . . . . 8W-80-42 Assembly . . . . . . . . . . . . . . . . . . . . . . . 8W-80-53
Radiator Fan Motor (2.4L) . . . . . . . . . . . . 8W-80-42 Underhood Lamp . . . . . . . . . . . . . . . . . . . 8W-80-53
Radiator Fan Motor Circuit Breaker Vehicle Speed Sensor . . . . . . . . . . . . . . . . 8W-80-53
(2.4L) . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-80-43
A/C COMPRESSOR CLUTCH - BLACK 2 WAY

CAV CIRCUIT FUNCTION
1 C3 18DB/BK (2.4L) A/C CLUTCH RELAY OUTPUT
1 C3 20DB/BK (4.0L) A/C COMPRESSOR CLUTCH RELAY OUTPUT
2 Z246 18BK/OR (2.4L) GROUND
2 Z1 20BK (4.0L) GROUND
A/C HIGH PRESSURE SWITCH (4.0L) - BLACK 2 WAY

1 C90 20LG A/C SELECT SIGNAL
2 C22 20DB/WT A/C SWITCH SIGNAL
A/C LOW PRESSURE SWITCH (2.4L) - GREEN 2 WAY

1 C21 18DB/OR A/C SWITCH SENSE
2 C90 20LG A/C SELECT INPUT
A/C LOW PRESSURE SWITCH (4.0L) - GREEN 2 WAY

1 C21 20DB/OR A/C REQUEST SIGNAL
2 C22 20DB/WT A/C SWITCH SIGNAL
A/C PRESSURE TRANSDUCER (2.4L) - 4 WAY

1 K4 20BK/LB SENSOR GROUND 1
2 K6 20VT/WT 5 VOLT SUPPLY
3 C18 18DB A/C PRESSURE SIGNAL
4 - -
A/C-HEATER CONTROL C1 - 5 WAY

1 C7 12BR/TN BLOWER MOTOR HIGH SPEED
2 C6 14LB BLOWER MOTOR M2 SPEED
3 C5 16LG/LB BLOWER MOTOR M1 SPEED
4 C4 18TN BLOWER MOTOR LOW SPEED
5 C1 12DG BLOWER MOTOR FEED

1 Z11 20BK/WT (LHD) GROUND
1 F24 20RD/DG (RHD) FUSED IGNITION SWITCH OUTPUT (RUN)
2 C36 20DB/RD BLEND DOOR FEEDBACK SIGNAL
3 F24 20RD/DG (LHD) FUSED IGNITION SWITCH OUTPUT (RUN)
3 Z11 20BK/WT (RHD) GROUND
4 E2 20OR FUSED PANEL LAMPS DIMMER SWITCH SIGNAL
5 Z1 20BK GROUND

1 C90 20LG A/C SELECT INPUT
2 C1 12DG BLOWER MOTOR FEED
3 Z1 12BK GROUND
AIRBAG CONTROL MODULE - YELLOW 22 WAY

1 R45 18DG/LB DRIVER SQUIB 1 LINE 2
2 R43 18BK/LB DRIVER SQUIB 1 LINE 1
3 - -
4 - -
5 R42 18BK/YL PASSENGER SQUIB 1 LINE 1
6 R44 18DG/YL PASSENGER SQUIB 1 LINE 2
7 - -
8 R166 18LG/BR (PAD) PASSENGER AIRBAG INDICATOR DRIVER
9 - -
10 Z6 18BK/PK GROUND
11 R65 18LG/OR (PAD) PASSENGER AIRBAG MUX SWITCH SENSE
12 - -
13 - -
14 - -
15 - -
16 - -
17 F14 18LG/YL FUSED IGNITION SWITCH OUTPUT (RUN)
18 D25 18VT/YL PCI BUS
19 - -
20 F23 18DB/YL FUSED IGNITION SWITCH OUTPUT (RUN)
21 - -
22 R66 18YL/LG (PAD) PASSENGER AIRBAG MUX SWITCH RETURN
AMBIENT TEMPERATURE SENSOR - GRAY 2 WAY

1 G31 20VT/LG AMBIENT TEMPERATURE SENSOR SIGNAL
2 G32 20BK/LB SENSOR GROUND
AXLE LOCK SWITCH (OFF-ROAD PACKAGE) - 8 WAY

1 Z1 20BK GROUND
2 E2 20OR PANEL LAMPS FEED
3 M1 20PK/WT FUSED B(+)
4 G302 20RD/WT LOCKER ENABLE SIGNAL 1
5 G303 20VT/DG LOCKER ENABLE SIGNAL 2
6 G305 20VT/LG REAR LOCKER REQUEST
7 G304 20VT/DB FRONT LOCKER REQUEST
8 - -
BACK-UP LAMP SWITCH (M/T) - BLACK 2 WAY

1 F20 20VT/WT FUSED IGNITION SWITCH OUTPUT (RUN)
2 L1 20VT/BK BACK-UP LAMP FEED
BATTERY TEMPERATURE SENSOR - BLACK 2 WAY

1 K118 18PK/YL BATTERY TEMPERATURE SENSOR SIGNAL
BLEND DOOR ACTUATOR - 6 WAY

5 - -
6 - -
7 Z11 20DB/WT GROUND
8 C36 20YL BLEND DOOR FEEDBACK SIGNAL
9 - -
10 F24 20OR FUSED IGNITION SWITCH OUTPUT (RUN)
BLOWER MOTOR - 2 WAY

A C1 12DG BLOWER MOTOR RELAY OUTPUT
B C7 12BK/TN BLOWER MOTOR HIGH DRIVER
BLOWER MOTOR RELAY - BLACK

1 C1 12DG BLOWER MOTOR RELAY OUTPUT
2 Z1 20BK GROUND
3 - -
4 A111 12RD/LG FUSED B(+)
5 F24 20DB/WT FUSED IGNITION SWITCH OUTPUT (RUN)
BLOWER MOTOR RESISTOR BLOCK - 4 WAY

1 C4 14TN BLOWER MOTOR LOW DRIVER
2 C5 14LG BLOWER MOTOR M1 DRIVER
3 C6 14LB BLOWER MOTOR M2 DRIVER
4 C7 12BK/TN BLOWER MOTOR HIGH DRIVER
BRAKE LAMP SWITCH - GRAY 6 WAY

1 K29 20WT/PK BRAKE LAMP SWITCH SENSE
2 Z1 20BK/WT GROUND
3 V32 20YL/RD SPEED CONTROL ON/OFF SWITCH SENSE
4 V30 20DB/RD SPEED CONTROL BRAKE LAMP SWITCH OUTPUT
5 F32 18PK/DB FUSED B(+)
6 L50 18WT/TN BRAKE LAMP SWITCH OUTPUT
BRAKE TRANSMISSION SHIFT INTERLOCK SOLENOID - WHITE 2 WAY

2 G5 20DB/WT FUSED IGNITION SWITCH OUTPUT (RUN-START)
BRAKE WARNING INDICATOR SWITCH - BLACK 2 WAY

1 G9 20GY/BK BRAKE WARNING INDICATOR DRIVER
2 G99 20GY/WT BRAKE WARNING INDICATOR DRIVER
C103 - BLACK (DASH SIDE)

CAV CIRCUIT
1 F142 18OR/DG
2 K125 18WT/DB
3 K6 20VT/WT (2.4L A/C)
3 C90 20LG (4.0L)
4 K99 18BR/OR
5 K299 18BR/WT
7 A242 18VT/OR (4.0L)
8 K4 20BK/LB
9 F15 20DB
10 -
11 Z12 20BK/TN
12 G7 20WT/OR (DRL)
13 T141 18YL/RD
14 C3 20DB/BK (A/C)
C103 - BLACK (ENGINE SIDE)

CAV CIRCUIT
1 F142 18OR/DG
2 K125 18WT/DB
3 K6 20VT/WT (2.4L)
3 C90 20LG (4.0L)
4 K99 18BR/OR
5 K299 18BR/WT
6 -
7 A242 18VT/OR (4.0L EXCEPT EXPORT/
4.0L JAPAN LOW EMISSION VEHICLE)
8 K4 20BK/LB
9 F15 18DB/WT
10 - -
11 Z12 20BK/TN
12 G7 20WT/OR (DRL)
13 T141 18YL/RD
14 C3 20DB/BK
C104 (LHD) - (ENGINE SIDE)

CAV CIRCUIT
1 A14 14RD/WT
2 C18 18DB (2.4L)
2 C21 20DB/OR (4.0L)
3 B1 18YL/DB (4.0L ABS)
3 G301 20VT/LB (4.0L OFF-ROAD PACK-
AGE)
4 B2 18YL (4.0L ABS)
4 A850 18RD/WT (4.0L OFF-ROAD PACK-
AGE)
5 T41 20BK/WT
6 B3 18LG/DB (4.0L ABS)
6 G300 20VT/WT (4.0L OFF-ROAD PACK-
AGE)
7 B4 18LG (4.0L ABS)
7 A750 18TN/RD (4.0L OFF-ROAD PACK-
AGE)
8 K226 20DB/LG
9 L1 20VT/BK
10 F20 20VT/WT
11 F42 18DG/LG
12 T40 12BR
13 G107 20BK/RD (4X4)
14 A141 18DG/WT
C104 (LHD) - GRAY (DASH SIDE)

CAV CIRCUIT
1 A14 14RD/WT
2 C18 18DB (2.4L A/C)
2 C21 18DB/OR (4.0L)
3 B1 18YL/DB (ABS)
3 G301 20VT/LB (OFF-ROAD PACKAGE)
4 B2 18YL (ABS)
4 A850 18RD/WT (OFF-ROAD PACKAGE)
5 T41 20BR/LB
6 B3 18LG/DB (ABS)
6 G300 20VT/WT (OFF-ROAD PACKAGE)
7 B4 18LG (ABS)
7 A750 18TN/RD (OFF-ROAD PACKAGE)
8 K226 18DB/LG
9 L1 20VT/BK
10 F20 20VT/WT
11 F42 18DG/LG
12 T40 14BR
13 G107 20BK/RD
14 A141 18DG/WT
C104 (RHD) - BLACK (DASH SIDE)

CAV CIRCUIT
1 A14 14RD/WT
2 C21 18DB/OR
3 A141 18DG/WT
4 F42 18DG/LG
5 T41 20BR/LB
6 T40 14BR
7 G107 20BK/RD
8 K226 18DB/LG
9 L1 20VT/BK
10 F20 20VT/WT
C104 (RHD) - BLACK (ENGINE SIDE)

CAV CIRCUIT
1 A14 14RD/WT
2 C21 20DB/OR
3 A141 18DG/WT
4 F42 18DG/LG
5 T41 20BK/WT
6 T40 12BR
7 G107 20BK/RD
8 K226 20DB/LG
9 L1 20VT/BK
10 F20 20VT/WT
C107 - (BODY SIDE)

CAV CIRCUIT
A1 V32 20YL/RD
A2 B41 20YL/VT (LHD)
A3 L3 14RD/OR
A4 L4 14VT/WT
A5 F3 14LB/OR
A6 F30 12RD/PK
A7 K125 18WT/DB (EXCEPT EXPORT)
A8 K4 20BK/LB
B1 V37 20RD/LG (EXCEPT RHD HARDTOP
SUBWOOFER)
B1 V37 20RD/LB (RHD HARDTOP SUB-
WOOFER)
B2 L9 18BK/WT
B3 M1 20PK/WT
B4 K29 20WT/PK
B5 G107 20BK/RD
B6 L60 18TN
B7 A1 18RD
B8 L1 20VT/BK
B9 L61 18GY
B10 L7 18BK/YL
B11 L50 18WT/TN
B12 X3 20RD/YL
C1 V10 16BR
C2 F61 16WT/OR (LHD EXCEPT EXPORT)
C3 V30 20DB/RD
C4 K106 18WT/DG (EXCEPT EXPORT)
C5 K107 18OR (EXCEPT EXPORT)
C6 L22 20LG/DG (EXPORT)
C7 F20 20VT/WT
C8 F15 20DB
C9 F39 16PK/LG (EXCEPT POSTAL)
C10 F12 20RD/LG
C11 G9 20GY/BK (LHD)
C12 B43 20PK/OR (LHD)
D1 T141 18YL/RD
D2 B42 20TN/WT (LHD)
D3 A6 12RD/BK
D4 A3 12RD/WT
D5 C15 12BK/WT (HARD TOP)
D6 A2 14BK/PK
D7 D25 20VT/YL
D8 -
C107 - (DASH SIDE)

CAV CIRCUIT
A1 V32 18YL/RD (SPEED CONTROL)
A2 B41 18YL/VT (ABS)
A3 L3 14RD/OR
A4 L4 14VT/WT
A5 F3 14LB/OR (DRL)
A6 F30 12RD/PK
A7 K125 18WT/DB
A8 K4 20 BK/LB
B1 V37 18RD/LB (SPEED CONTROL)
B2 L9 18BK/WT
B3 M1 20PK/WT
B3 M1 20PK/WT (ABS EXCEPT CANADA)
B4 K29 18WT/PK
B5 G107 20BK/RD
B6 L60 18TN
B7 A1 18RD
B8 L1 20VT/BK
B9 L61 18GY
B10 L7 18BK/YL
B11 L50 18WT/TN (ABS)
B12 X3 20RD/YL
C1 V10 16BR
C2 F61 16WT/OR (4.0L)
C3 V30 20DB/RD (SPEED CONTROL)
C4 K106 18WT/DG
C5 K107 18OR
C6 L22 20 LG/DG (EXCEPT CANADA)
C7 F20 20VT/WT
C8 F15 20DB
C9 F39 16PK/LG
C10 F12 20RD/LG
C11 G9 20GY/BK
C12 B43 18PK/OR (ABS)
D1 T141 18YL/RD
D2 B42 18TN/WT (ABS)
D3 A6 12RD/BK
D4 A3 12RD/WT
D5 C15 12BK/WT
D6 A2 14PK/BK
D7 D25 18VT/YL
D8 -
C109 (A/T) - LT GRAY (DASH SIDE)

CAV CIRCUIT
1 A30 16RD/WT
2 K30 18PK
3 T16 16RD
4 D21 18PK
5 D20 18LG/PK
6 D25 18VT/YL
7 T56 18DG/LB
8 -
9 T10 18YL/DG
10 T6 18OR/WT
C109 (A/T) - LT GRAY (ENGINE SIDE)

CAV CIRCUIT
1 A30 16RD/WT
2 K30 18PK
3 T16 14RD
4 D21 18PK
5 D20 18LG
6 D25 18VT/YL
7 T56 18DG/LB
8 -
9 T10 18YL/DG
10 T6 18OR/WT
C110 - BLACK (DASH SIDE)

CAV CIRCUIT
1 L7 18BK/YL
2 L60 18TN
3 L61 18GY
4 L3 14RD/OR
5 L4 14VT/WT
6 X2 18WT/RD
7 -
8 V10 16BR
9 L22 20LG/DG (HEADLAMP LEVELING)
10 G31 20VT/LG
11 G32 20BK/LB
12 -
13 L39 16LB (FRONT FOG LAMPS)
14 L13 20BR/YL (HEADLAMP LEVELING)
C110 - BLACK (HEADLAMP SIDE)

CAV CIRCUIT
1 L7 18BK/YL
2 L60 18TN
3 L61 18GY
4 L3 14RD/OR
5 L4 14VT/WT
6 X2 18WT/RD
7 -
8 V10 16BR
9 L22 20LG/DG (EXPORT)
10 G31 20VT/LG
11 G32 20BK/LB
12 -
13 L39 16LB (FRONT FOG LAMPS)
14 L13 20BR/YL (EXPORT)
C115 (OFF-ROAD PACKAGE) - BLACK (ENGINE

SIDE)
CAV CIRCUIT
1 Z1 20BK
2 G300 20VT/WT
C115 (OFF-ROAD PACKAGE) - BLACK (FRONT

FEEDBACK OVERLAY SIDE)
CAV CIRCUIT
1 Z1 16BK
2 G300 16VT/WT
C116 (OFF-ROAD PACKAGE) - LT GRAY (ENGINE

SIDE)
CAV CIRCUIT
1 Z1 20BK
2 G301 20VT/LB
C116 (OFF-ROAD PACKAGE) - LT GRAY (REAR

FEEDBACK OVERLAY SIDE)
CAV CIRCUIT
1 Z1 16BK
2 G301 16VT/LB
C120 (2.4L) - (DASH SIDE)

CAV CIRCUIT
1 C23 12DG
2 Z213 12BK
3 C25 12YL
C120 (2.4L) - BLACK (ELECTRIC FAN JUMPER)

CAV CIRCUIT
1 C25 12DG
2 Z213 12BK
3 C23 12DB
C170 - WHITE (DASH SIDE)

CAV CIRCUIT
1 L13 20BR/YL (HEADLAMP LEVELING)
2 C81 20LB/WT
3 A111 12RD/LB
4 F60 16RD/WT
5 T56 18DG/LB (A/T)
6 C90 20LG (A/C)
7 T6 18OR/WT (A/T)
8 G31 20VT/LG
9 D32 18LG/WT
10 D21 18PK
11 F70 16PK/BK
12 G34 14RD/GY (CANADA)
12 L3 14RD/OR (EXCEPT CANADA)
13 G305 20VT/LG (OFF-ROAD PACKAGE)
14 Z12 20BK/TN
15 L3 14RD/OR
18 G32 20BK/LB
19 G19 20LG/OR (ABS)
20 L39 16LB
21 -
22 G99 20GY/WT
23 D20 18LG/PK (A/T)
24 G304 20VT/DB (OFF-ROAD PACKAGE)
C170 - WHITE (I/P SIDE)

CAV CIRCUIT
1 L13 20BR/YL (EXPORT)
2 C81 20LB/WT (HARD TOP)
3 A111 12RD/LB
4 F60 16RD/WT
5 T56 18DG/LB
6 C90 20LG
7 T6 18OR/WT
8 G31 20VT/LG
9 D32 20LG/WT
10 D21 20PK
11 F70 16PK/BK
12 G34 16RD/GY (EXCEPT RHD EXPORT)
12 L3 16RD/OR (RHD EXPORT)
13 G305 20VT/LG (OFF-ROAD PACKAGE)
14 Z12 20BK/TN
15 G34 16RD/GY
18 G32 20BK/LB
19 G19 20LG/OR (ABS)
20 Z12 20BK/TN
21 L39 16LB (EXCEPT EXPORT)
22 G99 20GY/WT
23 D20 20LG/PK
24 G304 20VT/DB (OFF-ROAD PACKAGE)
C181 (2.4L) - BLACK (ENGINE INTAKE SIDE)

CAV CIRCUIT
1 F142 18OR/DG
2 C3 18DB/BK
3 Z246 18BK/GR
4 K11 18WT/DB
5 K12 18TN
6 K13 18YL/WT
7 K14 18LB/BR
8 K44 18TN/YL
9 K4 18BK/LB
10 -
C181 (2.4L) - BLACK (ENGINE SIDE)

CAV CIRCUIT
1 F42 18DG/LG
2 C3 20DB/BK
3 Z1 20BK
4 K11 18WT/DB
5 K12 18TN
6 K13 18YL/WT
7 K14 18LB/BR
8 K44 18TN/YL
9 K4 18TN/YL
10 -
C182 (2.4L) - BLACK (ENGINE INTAKE SIDE)

CAV CIRCUIT
1 K59 18VT/BK
2 K40 18BR/WT
3 K60 18YL/BK
4 K39 18GY/RD
5 K21 18BK/RD
6 K2 18TN/BK
7 K1 18DG/RD
8 K22 18OR/DB
9 -
10 G60 18GY/YL
11 K24 18GY/BK
12 K7 18OR
13 -
14 -
C182 (2.4L) - BLACK (ENGINE SIDE)

CAV CIRCUIT
1 K59 18VT/BK
2 K40 18BR/WT
3 K60 18/YL/BK
4 K39 18GY/RD
5 K21 18BK/RD
6 K2 18TN/BK
7 K1 18DG/RD
8 K22 18OR/DB
9 K6 18VT/WT
10 G60 18GY/YL
11 K24 18GY/BK
12 K7 18OR
13 -
14 -
C202 - (BODY SIDE)

CAV CIRCUIT
A1 -
A2 G75 20TN
A3 X55 18BR/RD (SUBWOOFER)
A4 X53 18DG (SUBWOOFER)
A5 L7 18BK/YL
A5 L7 18BK/YL
A6 L61 18GY
A6 L61 18GY
A7 L1 20VT/BK
A8 F38 16LB/WT
B1 F14 18LG/YL (RHD)
B2 G5 20DB/WT
B3 X52 18GY/DB
B4 X58 18DB/PK
B5 L60 18TN
B6 -
B7 G26 20LB
B8 R166 18LG/BR (PAD)
B9 V20 18VT/OR (HARD TOP)
B10 G107 20BK/RD
B11 F81 20DB/RD (HARD TOP)
B12 L38 18BR/WT (EXPORT)
C1 X12 20PK
C2 X16 20LG (SUBWOOFER)
C3 V13 18BR/LG (HARD TOP)
C4 G10 20LG/RD (EXCEPT LHD EXPORT)
C5 M2 20YL
C6 V23 18BR/PK (HARD TOP)
C7 E19 20RD
C8 -
C9 R66 18YL/LG (PAD)
C10 X51 18BR/YL
C11 X57 18BR/LB
C12 D25 20VT/YL
D1 L22 20LG/DG (EXPORT)
D2 G76 20TN/YL
D3 M1 20PK/WT
D3 M1 20PK/WT
D4 F24 20RD/DG
D5 X54 18VT (SUBWOOFER)
D6 X56 18DB (SUBWOOFER)
D7 E2 20OR
D8 R65 18LG/OR (PAD)
C202 - (I/P SIDE)

CAV CIRCUIT
A1 -
A2 G75 20TN
A3 X55 18BR/RD (EXCEPT POSTAL)
A3 X55 18BR/RD (EXCEPT POSTAL)
A4 X53 18DG (EXCEPT POSTAL)
A4 X53 18DG (EXCEPT POSTAL)
A5 L7 18BK/YL
A6 L61 18GY
A7 L1 20VT/BK (EXCEPT POSTAL)
A8 F38 16LB/WT
B1 F14 18LG/YL (PAD)
B2 G5 20DB/WT
B3 X52 18DB/WT
B4 X58 18DB/PK
B5 L60 18TN
B6 -
B7 G26 20LB
B8 R166 18LG/BR (PAD)
B9 V20 18VT/OR (HARD TOP)
B10 G107 20BK/RD (4X4)
B11 F81 20DB/RD (HARD TOP)
B12 L38 16BR/WT (EXPORT)
C1 X12 20PK
C2 X16 20LG
C3 V13 18BR/LG (HARD TOP)
C4 G10 20LG/RD
C5 M2 20YL
C6 V23 18BR/PK (HARD TOP)
C7 E19 20RD
C8 -
C9 R66 18YL/DG (PAD)
C10 X51 18BR/YL
C11 X57 18BR/LB
C12 D25 20VT/YL
D1 L22 20LG/DG (EXPORT)
D2 G76 20TN/YL
D3 M1 20PK/WT
D4 F24 20RD/DG
D4 F24 20RD/DG
D5 X54 18VT (EXCEPT POSTAL)
D5 X54 18VT (EXCEPT POSTAL)
D6 X56 18DB (EXCEPT POSTAL)
D6 X56 18DB (EXCEPT POSTAL)
D7 E2 20OR
D8 R65 18LG/OR (PAD)
C203 - (I/P SIDE)

CAV CIRCUIT
1 G5 20DB/WT
2 Z10 20BK
3 L1 20VT/BK
4 G31 20VT/LG
5 G32 20BK/LB
6 M2 20YL
7 M1 20PK/WT
C203 - (MIRROR SIDE)

CAV CIRCUIT
1 G5 20DB/WT
2 Z2 20BK/LG
3 L1 20VT/BK
4 G31 20VT/LG
5 G32 20BK/LB
6 M2 20YL
7 M1 20PK/WT
C205 - (HVAC SIDE)

CAV CIRCUIT
1 Z11 20DB/WT
2 C4 14TN
3 C5 14LG
4 C6 14LB
5 F24 20OR
6 C36 20YL
7 C7 12BK/TN
8 A111 12RD/LG
9 F24 20DB/WT
10 Z1 20BK
C205 - LT GREEN (I/P SIDE)

CAV CIRCUIT
1 Z11 20BK/WT
2 C4 18TN
3 C5 16LG/LB
4 C6 14LB
5 F24 20RD/DG
5 F24 20RD/DG
6 C36 20DB/RD
7 C7 12BR/TN
8 A111 12RD/LB
9 F24 20RD/DG
10 Z1 20BK
C324 - (BODY SIDE)

CAV CIRCUIT
1 M1 20PK/WT
2 M2 20YL
3 X58 18DB/PK
4 X52 18GY/DB
C324 - BLACK (SPEAKER POD JUMPER)

CAV CIRCUIT
A M1 20PK/WT
B M2 20YL
C X58 18DB/PK
D X52 18GY/DB
C325 - BLACK (SPEAKER POD JUMPER)

CAV CIRCUIT
A M1 20PK/WT
B M2 20YL
C X57 18BR/LB
D X51 18BR/YL
C325 - WHITE (BODY SIDE)

CAV CIRCUIT
A M1 20PK/WT
B M2 20YL
C X57 18BR/LB
D X51 18BR/YL
C326 (HARD TOP) - (BODY SIDE)

CAV CIRCUIT
1 C15 12BK/WT
2 -
3 V13 18BR/LG
4 V23 18BR/PK
5 V23 18BR/PK
6 Z1 12BK
C326 (HARD TOP) - BLACK (HARD TOP SIDE)

CAV CIRCUIT
1 C15 12BK/WT
2 -
3 V13 18BR/LG
4 V23 18BR/PK
5 V23 18BR/PK
6 Z1 12BK
C329 (EXPORT) - BLACK (BODY SIDE)

CAV CIRCUIT
1 L38 18BR/WT
2 L7 18BK/YL
3 Z1 20BK
C329 (EXPORT) - BLACK (BUMPER SIDE)

CAV CIRCUIT
1 L38 18BR/WT
2 L7 18BK/YL
3 Z1 20BK
C380 - BLACK (LEAK DETECTION PUMP)

CAV CIRCUIT
1 K107 18OR
2 K106 18WT/DG
3 K125 18WT/DB
C380 (EXCEPT EXPORT) - BLACK (BODY SIDE)

CAV CIRCUIT
1 K107 18OR
2 K106 18WT/DG
3 K125 18WT/DB
CAMSHAFT POSITION SENSOR (2.4L) - BLACK 3 WAY

1 K7 18OR 5 VOLT SUPPLY
3 K44 18TN/YL CMP SIGNAL
CAMSHAFT POSITION SENSOR (4.0L) - 3 WAY

3 K7 20OR 5V SUPPLY
CIGAR LIGHTER/POWER OUTLET - RED 3 WAY

1 F38 16LB/WT FUSED CIGAR LIGHTER/ACCESSORY RELAY OUTPUT
2 - -
3 Z1 16BK/WT GROUND
CIRCUIT BREAKER - GRAY 2 WAY

1 A3 12RD/WT HEADLAMP SWITCH RELAY FEED
2 F3 14LB/OR DAYTIME RUNNING LAMP MODULE
CLOCKSPRING C1 - 4 WAY
1 X3 20RD/YL HORN RELAY CONTROL
2 V37 20RD/LG (EXCEPT RHD HARDTOP SPEED CONTROL SWITCH SIGNAL
SUBWOOFER)
2 V37 20RD/LB (RHD HARDTOP SUB- SPEED CONTROL SWITCH SIGNAL
WOOFER)
4 - -
CLOCKSPRING C2 - YELLOW 2 WAY

CLUTCH PEDAL POSITION SWITCH (M/T) - BLACK 2 WAY

1 T141 18YL/RD FUSED IGNITION SWITCH OUTPUT (START)
2 A41 18YL FUSED IGNITION SWITCH OUTPUT (START)
COMPASS/TEMPERATURE MIRROR - BLACK 7 WAY

2 Z2 20BK/LG GROUND
4 G31 20VT/LG AMBIENT TEMPERATURE SENSOR SIGNAL
5 G32 20BK/LB SENSOR GROUND
6 M2 20YL COURTESY LAMPS DRIVER
CONTROLLER ANTILOCK BRAKE - 25 WAY

1 B1 18YL/DB RIGHT REAR WHEEL SPEED SENSOR (-)
2 B3 18LG/DB LEFT REAR WHEEL SPEED SENSOR (-)
3 B7 18WT RIGHT FRONT WHEEL SPEED SENSOR (+)
4 B9 18RD LEFT FRONT WHEEL SPEED SENSOR (+)
5 - -
6 B41 18YL/VT G-SWITCH NO. 1 SENSE
7 B42 18TN/WT G-SWITCH NO. 2 SENSE
9 A20 12RD/DB FUSED B(+)
10 B4 18LG LEFT REAR WHEEL SPEED SENSOR (+)
11 B8 18RD/DB LEFT FRONT WHEEL SPEED SENSOR (-)
12 L50 18WT/TN BRAKE LAMP SWITCH OUTPUT
13 B43 18PK/OR G-SWITCH TEST SIGNAL
14 - -
15 - -
16 G83 18GY/BK ABS RELAY CONTROL
17 B2 18YL RIGHT REAR WHEEL SPEED SENSOR (+)
18 B6 18WT/DB RIGHT FRONT WHEEL SPEED SENSOR (-)
19 - -
20 D21 18PK SCI TRANSMIT
21 - -
22 - -
25 A10 12RD/DG FUSED B(+)
CRANKSHAFT POSITION SENSOR (2.4L/4.0L A/T) - BLACK 3 WAY

1 K24 18GY/BK (2.4L) CRANKSHAFT POSITION SENSOR SIGNAL
1 K7 20OR (4.0L) 5V SUPPLY
2 K4 18BK/LB (2.4L) SENSOR GROUND 1
3 K7 18OR (2.4L) 5V SUPPLY
3 K24 18GY/BK (4.0L) CRANKSHAFT POSITION SENSOR SIGNAL
CRANKSHAFT POSITION SENSOR (4.0L M/T) - 3 WAY

1 K24 18GY/BK CRANKSHAFT POSITION SENSOR SIGNAL
DATA LINK CONNECTOR - BLACK 16 WAY

1 - -
3 - -
4 Z2 20BK/LG GROUND
5 Z12 20BK/TN GROUND
6 D32 20LG/WT SCI RECEIVE
8 - -
9 D23 20WT/BR FLASH PROGRAM ENABLE
10 - -
11 - -
12 - -
13 - -
14 D20 20LG/PK SCI RECEIVE
15 - -
DAYTIME RUNNING LAMP MODULE (EXCEPT EXPORT) - BLACK 10 WAY

1 L3 14RD/OR HIGH BEAM INDICATOR DRIVER
2 - -
3 - -
4 G34 14RD/GY HIGH BEAM INDICATOR DRIVER
5 F12 20RD/LG FUSED IGNITION SWITCH OUTPUT (RUN-START)
6 F3 14LB/OR FUSED B(+)
7 G7 20WT/OR VEHICLE SPEED SENSOR SIGNAL
8 Z1 18BK GROUND
9 - -
10 L4 14VT/WT DIMMER SWITCH LOW BEAM OUTPUT
DRIVER AIRBAG SQUIB 1 - YELLOW 2 WAY

DRIVER DOOR AJAR SWITCH - NATURAL 3 WAY

1 M23 20YL/BK DOOR AJAR SWITCH OUTPUT
2 - -
3 G75 20TN DRIVER DOOR AJAR SWITCH SENSE
ENGINE COOLANT TEMPERATURE SENSOR - BLACK 2 WAY

2 K2 18TN/BK ENGINE COOLANT TEMPERATURE SENSOR SIGNAL
ENGINE OIL PRESSURE SWITCH - BLACK 2 WAY

1 G60 18GY/YL OIL PRESSURE SIGNAL
2 - -
EVAP/PURGE SOLENOID - BLACK 2 WAY

1 K52 18PK/BK EVAP/PURGE SOLENOID CONTROL
2 F12 20RD/LG FUSED IGNITION SWITCH OUTPUT (RUN-START)
FRONT LOCKER INDICATOR SWITCH (OFF-ROAD PACKAGE) - BLACK 2 WAY

1 Z1 16BK GROUND
2 G300 16VT/WT FRONT LOCKER INDICATOR SWITCH SENSE
FRONT LOCKER PUMP (OFF-ROAD PACKAGE) - LT GRAY 3 WAY

1 Z1 18BK GROUND
2 - -
3 A750 18TN/RD FRONT LOCKER RELAY OUTPUT
FRONT WASHER PUMP - BLACK 2 WAY

A V10 16BR WASHER PUMP CONTROL SWITCH OUTPUT
B Z1 18BK GROUND
FRONT WIPER MOTOR - BLACK 6 WAY

1 V6 16PK/BK FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
2 V5 16DG/YL WIPER PARK SWITCH SENSE
3 - -
4 Z1 18BK GROUND
5 V3 16BR/WT LOW SPEED WIPER SWITCH OUTPUT
6 V4 16RD/YL WIPER SWITCH HIGH SPEED OUTPUT
FUEL INJECTOR NO. 1 (2.4L) - 2 WAY

1 F142 18OR/DG FUSED AUTOMATIC SHUT DOWN RELAY OUTPUT
2 K11 18WT/DB FUEL INJECTOR NO. 1 DRIVER

1 F42 18DG/LG FUSED AUTOMATIC SHUT DOWN RELAY OUTPUT

2 K12 18TN FUEL INJECTOR NO. 2 DRIVER


2 K13 18YL/WT FUEL INJECTOR NO. 3 DRIVER


2 K14 18LB/BR FUEL INJECTOR NO. 4 DRIVER


2 K38 18GY FUEL INJECTOR NO. 5 DRIVER

2 K58 18BR/DB FUEL INJECTOR NO. 6 DRIVER
FUEL PUMP MODULE - 4 WAY

1 A141 18DG/WT FUEL PUMP RELAY OUTPUT
2 K226 20DB/LG FUEL LEVEL SENSOR SIGNAL
4 Z1 18BK GROUND
G-SWITCH (LHD) - 3 WAY

1 B42 20TN/WT G-SWITCH NO. 2 SENSE
2 B41 20YL/VT G-SWITCH NO. 1 SENSE
3 B43 20PK/OR G-SWITCH TEST SIGNAL
GENERATOR - BLACK 2 WAY

1 K125 18WT/DB GENERATOR SOURCE
2 K20 18DG GENERATOR FIELD
HEADLAMP LEVELING SWITCH (EXPORT) - 6 WAY

1 - -
2 L22 20LG/DG FUSED HEADLAMP SWITCH OUTPUT
3 - -
4 Z1 20BK GROUND
5 L13 20BR/YL HEADLAMP ADJUST SIGNAL
6 - -
HORN - BLACK 2 WAY

1 Z1 18BK GROUND
2 X2 18WT/RD HORN RELAY OUTPUT
IDLE AIR CONTROL MOTOR - BLACK 4 WAY

1 K59 18VT/BK IDLE AIR CONTROL NO. 4 DRIVER
2 K40 18BR/WT IDLE AIR CONTROL NO. 3 DRIVER
3 K60 18YL/BK IDLE AIR CONTROL NO. 2 DRIVER
4 K39 18GY/RD IDLE AIR CONTROL NO. 1 DRIVER
IGNITION COIL PACK (2.4L) - BLACK 3 WAY

1 K17 18DB/TN IGNITION COIL NO. 2 DRIVER
3 K19 18GY IGNITION COIL NO. 1 DRIVER
IGNITION COIL PACK (4.0L) - BLACK 4 WAY

1 K19 18BK/GY IGNITION COIL NO. 1 DRIVER
4 K18 18RD/YL IGNITION COIL NO. 3 DRIVER
IGNITION SWITCH - 10 WAY

1 A1 18RD FUSED B(+)
2 A21 18DB IGNITION SWITCH OUTPUT (RUN-START)
3 F22 12WT/PK IGNITION SWITCH OUTPUT (RUN-ACC)
4 F30 12RD/PK FUSED B(+)
5 G26 20LB KEY-IN IGNITION SWITCH SENSE
6 A41 18YL IGNITION SWITCH OUTPUT (START)
7 A31 18BK/DG IGNITION SWITCH OUTPUT (RUN-ACC)
8 A22 14BK/OR IGNITION SWITCH OUTPUT (RUN)
9 A2 14PK/BK FUSED B(+)
10 Z1 16BK GROUND
INPUT SPEED SENSOR - 2 WAY

1 T52 18RD/BK INPUT SPEED SENSOR SIGNAL
2 T13 18DB/BK SPEED SENSOR GROUND
INSTRUMENT CLUSTER C1 - 12 WAY

1 L61 18GY LEFT TURN SIGNAL
2 L60 18TN RIGHT TURN SIGNAL
3 G34 16RD/GY (LHD) HIGH BEAM INDICATOR DRIVER
3 L3 16RD/OR (RHD) HIGH BEAM INDICATOR DRIVER
4 L39 16LB (EXCEPT EXPORT) FOG LAMP FEED
4 L38 16BR/WT (EXPORT) REAR FOG LAMP FEED
5 L7 18BK/YL HEADLAMP SWITCH OUTPUT
6 G305 20VT/LG (OFF-ROAD PACKAGE) REAR LOCKER REQUEST
7 G301 20VT/LB (OFF-ROAD PACKAGE) REAR LOCKER INDICATOR SWITCH SENSE
8 Z2 18BK/LG GROUND
9 G303 20VT/DG (OFF-ROAD PACKAGE) LOCKER ENABLE SIGNAL 2
10 D23 20WT/BR -
INSTRUMENT CLUSTER C2 - 16 WAY

1 C80 20DB/WT (HARD TOP) REAR WINDOW DEFOGGER SWITCH SENSE
2 G10 20LG/RD SEAT BELT SWITCH SENSE
3 G76 20TN/YL PASSENGER DOOR AJAR SWITCH SENSE
4 G75 20TN DRIVER DOOR AJAR SWITCH SENSE
5 M2 20YL COURTESY LAMP FEED
7 C81 20LB/WT (HARD TOP) REAR WINDOW DEFOGGER RELAY CONTROL
8 G19 20LG/OR (ABS) ABS WARNING INDICATOR DRIVER
9 G99 20GY/WT BRAKE WARNING INDICATOR DRIVER
10 G304 20VT/DB (OFF-ROAD PACKAGE) FRONT LOCKER REQUEST
11 G107 20BK/RD (4X4) 4WD INDICATOR
13 G26 20LB KEY-IN IGNITION SWITCH SENSE
14 G302 20RD/WT (OFF-ROAD PACKAGE) LOCKER ENABLE SIGNAL 1
15 E19 20RD PANEL LAMPS DIMMER SIGNAL
16 G300 20VT/WT (OFF-ROAD PACKAGE) FRONT LOCKER INDICATOR SWITCH SENSE
INTAKE AIR TEMPERATURE SENSOR - GRAY 2 WAY

2 K21 18BK/RD INTAKE AIR TEMPERATURE SENSOR SIGNAL
LEAK DETECTION PUMP - BLACK 4 WAY

1 - -
3 K106 18WT/DG LEAK DETECTION PUMP SOLENOID CONTROL
4 K107 18OR LEAK DETECTION PUMP SWITCH SENSE
LEFT COURTESY LAMP - BLACK 2 WAY

LEFT DOME LAMP - WHITE 2 WAY

LEFT FOG LAMP (EXCEPT EXPORT) - BLACK 2 WAY

1 Z1 18BK GROUND
2 L39 16LB FOG LAMP RELAY NO. 1 OUTPUT
LEFT FRONT PARK/ TURN SIGNAL LAMP (EXCEPT EXPORT) - BLACK 3 WAY
2 L7 18BK/YL FUSED PARK LAMP RELAY OUTPUT
3 Z1 18BK GROUND
LEFT FRONT POSITION LAMP (EXPORT) - BLACK 2 WAY

2 Z1 20BK GROUND
LEFT FRONT SPEAKER - BLACK 2 WAY

1 X53 18DG LEFT FRONT SPEAKER (+)
2 X55 18BR/RD LEFT FRONT SPEAKER (-)
LEFT FRONT TURN SIGNAL LAMP (EXPORT) - BLACK 3 WAY

2 - -
3 Z1 18BK GROUND
LEFT FRONT WHEEL SPEED SENSOR - 2 WAY

1 B8 18RD/DB LEFT FRONT WHEEL SPEED SENSOR (-)
2 B9 18RD LEFT FRONT WHEEL SPEED SENSOR (+)
LEFT HEADLAMP - BLACK 3 WAY

1 L3 14RD/OR DIMMER SWITCH HIGH BEAM OUTPUT
3 Z1 20BK GROUND
LEFT HEADLAMP LEVELING MOTOR (EXPORT) - BLACK 3 WAY

3 Z1 20BK GROUND
LEFT LICENSE LAMP (EXPORT) - GRAY 2 WAY

2 Z1 20BK GROUND
LEFT REAR LAMP ASSEMBLY - 4 WAY

1 L1 20VT/BK (EXCEPT EXPORT) BACK-UP LAMP FEED
1 L63 18DG/RD (EXPORT) LEFT TURN/STOP SIGNAL
2 L63 18DG/RD (EXCEPT EXPORT) LEFT TURN/STOP SIGNAL
2 L1 20VT/BK (EXPORT) BACK-UP LAMP FEED
3 L7 18BK/YL (EXCEPT EXPORT) FUSED PARK LAMP RELAY OUTPUT
3 L50 18WT/TN (EXPORT) BRAKE LAMP SWITCH OUTPUT
4 L7 18BK/YL (EXPORT) FUSED PARK LAMP RELAY OUTPUT
LEFT REAR SPEAKER - BLACK 3 WAY

1 X57 20BR/LB LEFT REAR SPEAKER (-)
2 - -
3 X51 18BR/YL LEFT REAR SPEAKER (+)
LEFT REAR WHEEL SPEED SENSOR - 2 WAY

1 B3 18LG/DB LEFT REAR WHEEL SPEED SENSOR (-)
2 B4 18LG LEFT REAR WHEEL SPEED SENSOR (+)
LEFT SIDE MARKER LAMP (EXCEPT EXPORT) - GRAY 2 WAY

LEFT SIDE REPEATER LAMP (EXPORT) - GRAY 2 WAY

2 Z1 18BK GROUND
MANIFOLD ABSOLUTE PRESSURE SENSOR (2.4L) - BLACK 3 WAY

1 K1 18DG/RD MAP SIGNAL
MANIFOLD ABSOLUTE PRESSURE SENSOR (4.0L) - 3 WAY

3 K7 20OR 5V SUPPLY
MULTI-FUNCTION SWITCH C1 - GRAY 20 WAY

1 L50 18WT/TN (EXCEPT EXPORT) BRAKE LAMP SWITCH OUTPUT
3 L5 20BK/GY FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
4 L63 18DG/RD LEFT TURN/STOP SIGNAL
5 L62 18BR/RD RIGHT TURN/STOP SIGNAL
7 Z1 18BK (EXCEPT EXPORT) GROUND
7 Z1 20BK (EXPORT) GROUND
8 E19 20RD PANEL LAMPS DRIVER
9 L7 18BK/YL HEADLAMP SWITCH OUTPUT
10 - -
11 L9 18BK/WT HAZARD FLASHER FEED
12 L38 18BR/WT (EXPORT) REAR FOG LAMP FEED
13 F39 16PK/LG FUSED B(+)
14 F61 16WT/OR (EXCEPT EXPORT) FUSED FOG LAMP RELAY OUTPUT
15 - -
20 F33 18PK/RD FUSED B(+)
MULTI-FUNCTION SWITCH C2 - BLACK 7 WAY

1 V5 16DG/YL WIPER PARK SWITCH SENSE
2 Z1 20BK (EXCEPT EXPORT) GROUND
2 Z1 18BK (EXPORT) GROUND
3 V10 16BR WASHER PUMP CONTROL SWITCH OUTPUT
4 V6 16PK/BK FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
5 V4 16RD/YL WIPER SWITCH HIGH SPEED OUTPUT
6 V3 16BR/WT LOW SPEED WIPER SWITCH OUTPUT
7 - -
OUTPUT SPEED SENSOR - 2 WAY

1 T14 18LG/WT OUTPUT SPEED SENSOR SIGNAL
OVERDRIVE OFF SWITCH - 4 WAY

1 Z1 20BK GROUND
2 T6 18OR/WT OVERDRIVE OFF SWITCH SENSE
3 T56 18DG/LB OVERDRIVE OFF SWITCH INDICATOR
OXYGEN SENSOR 1/1 UPSTREAM - 4 WAY

2 K99 18BR/OR OXYGEN SENSOR 1/1 HEATER CONTROL
4 K41 18BK/DG OXYGEN SENSOR 1/1 SIGNAL
OXYGEN SENSOR 1/2 DOWNSTREAM - BLACK 4 WAY

1 F142 18OR/DG (EXCEPT EXPORT/JA- FUSED AUTOMATIC SHUT DOWN RELAY OUTPUT
PAN LOW EMISSION VEHICLE)
1 A242 18VT/OR (EXPORT/JAPAN LOW OXYGEN SENSOR DOWNSTREAM HEATER RELAY
EMISSIONS VEHICLE) OUTPUT
2 K299 18BR/WT (EXCEPT EXPORT/JA- OXYGEN SENSOR 1/2 HEATER CONTROL
PAN LOW EMISSION VEHICLE)
2 Z1 18BK (EXPORT/JAPAN LOW EMIS- GROUND
SIONS VEHICLE)
4 K141 18TN/WT OXYGEN SENSOR 1/2 SIGNAL
OXYGEN SENSOR 2/1 UPSTREAM (EXCEPT EXPORT/JAPAN LOW EMISSION VEHICLE) - 4 WAY
1 F142 18OR/DG FUSED AUTO SHUT DOWN RELAY OUTPUT
2 K299 18BR/WT O2 SENSOR 2/1 HEATER CONTROL
4 K241 18LG/RD OXYGEN SENSOR 2/1 SIGNAL
OXYGEN SENSOR 2/2 DOWNSTREAM (EXCEPT EXPORT/JAPAN LOW EMISSION VEHICLE) - 4 WAY
1 A242 18VT/OR OXYGEN SENSOR DOWNSTREAM HEATER RELAY
OUTPUT
2 Z1 18BK GROUND
PASSENGER AIRBAG ON-OFF SWITCH (LHD) - 6 WAY

1 F14 18LG/YL FUSED IGNITION SWITCH OUTPUT (RUN)
2 R166 18LG/BR PASSENGER AIRBAG INDICATOR DRIVER
3 R65 18LG/OR PASSENGER AIRBAG MUX SWITCH SENSE
4 - -
5 - -
6 R66 18YL/LG PASSENGER AIRBAG MUX SWITCH RETURN
PASSENGER AIRBAG SQUIB 1 - YELLOW 2 WAY

A R44 18DG/YL PASSENGER SQUIB 1 LINE 2
B R42 18BK/YL PASSENGER SQUIB 1 LINE 1
PASSENGER DOOR AJAR SWITCH - BLACK 3 WAY

1 M23 20YL/BK DOOR AJAR SWITCH OUTPUT
2 - -
3 G76 20TN/YL PASSENGER DOOR AJAR SWITCH SENSE
POWER OUTLET - 3 WAY

1 F70 16PK/BK FUSED B(+)
2 - -
3 Z1 16BK GROUND
POWER STEERING PRESSURE SWITCH (2.4L) - BLACK 2 WAY

1 K10 18DB/OR POWER STEERING PRESSURE SWITCH SENSE
2 Z1 20BK GROUND
POWERTRAIN CONTROL MODULE C1 - BLACK 32 WAY

1 K18 18RD/YL (4.0L) IGNITION COIL NO. 3 DRIVER
2 F15 18DB/WT FUSED IGNITION SWITCH OUTPUT (RUN-START)
3 - -
5 - -
6 T41 18BK/WT PARK/NEUTRAL POSITION SWITCH SENSE
7 K19 18BK/GY IGNITION COIL NO. 1 DRIVER
9 - -
10 K60 18YL/BK IDLE AIR CONTROL NO. 2 DRIVER
11 K40 18BR/WT IDLE AIR CONTROL NO. 3 DRIVER
12 K10 18DB/OR (2.4L) POWER STEERING PRESSURE SWITCH SENSE
14 K77 18BK/WT (OFF-ROAD PACKAGE) TRANSFER CASE POSITION SENSOR INPUT
15 K21 18BK/RD INTAKE AIR TEMPERATURE SENSOR SIGNAL
16 K2 18TN/BK ENGINE COOLANT TEMPERATURE SENSOR SIGNAL
17 K7 18OR 5V SUPPLY
19 K39 18GY/RD IDLE AIR CONTROL NO. 1 DRIVER
20 K59 18VT/BK IDLE AIR CONTROL NO. 4 DRIVER
21 - -
22 A14 14RD/WT FUSED B(+)
23 K22 18OR/DB THROTTLE POSITION SENSOR SIGNAL
24 K41 18BK/DG OXYGEN SENSOR 1/1 SIGNAL
26 K241 18LG/RD (4.0L EXCEPT EXPORT/ OXYGEN SENSOR 2/1 SIGNAL
28 - -
29 K341 18TN/WT (4.0L EXCEPT EXPORT/ OXYGEN SENSOR 2/2 SIGNAL
30 - -
POWERTRAIN CONTROL MODULE C2 - WHITE 32 WAY

1 - -
2 - -
3 - -
6 K38 18GY (4.0L) FUEL INJECTOR NO. 5 DRIVER
7 - -
8 - -
10 K20 18DG GENERATOR FIELD
11 - -
12 K58 18BR/DB (4.0L) FUEL INJECTOR NO. 6 DRIVER
13 - -
14 - -
17 - -
18 - -
19 C18 18DB (2.4L) A/C PRESSURE SIGNAL
20 - -
21 - -
22 - -
23 G60 18GY/YL ENGINE OIL PRESSURE SIGNAL
24 - -
25 - -
26 - -
28 - -
29 - -
30 - -
31 K6 18VT/WT 5V SUPPLY
32 - -
POWERTRAIN CONTROL MODULE C3 - GRAY 32 WAY

1 C13 18DB/OR (A/C) A/C COMPRESSOR CLUTCH RELAY CONTROL
2 C24 18DB/PK (2.4L) LOW SPEED RADIATOR FAN RELAY CONTROL
3 K51 18DB/YL AUTOMATIC SHUT DOWN RELAY CONTROL
4 V36 18TN/RD (SPEED CONTROL) SPEED CONTROL VACUUM SOLENOID CONTROL
5 V35 18LG/RD (SPEED CONTROL) SPEED CONTROL VENT SOLENOID CONTROL
6 - -
7 - -
8 K99 18BR/OR OXYGEN SENSOR 1/1 HEATER CONTROL
9 K512 18RD/YL (4.0L) OXYGEN SENSOR DOWNSTREAM HEATER RELAY
CONTROL
10 K106 18WT/DG LEAK DETECTION PUMP SOLENOID CONTROL
11 V32 18YL/RD (SPEED CONTROL) SPEED CONTROL ON/OFF SWITCH SENSE
12 A142 14DG/PK AUTOMATIC SHUT DOWN RELAY OUTPUT
13 T10 18YL/DG (A/T) TORQUE MANAGEMENT REQUEST SENSE
14 K107 18OR LEAK DETECTION PUMP SWITCH SENSE
15 K118 18PK/YL BATTERY TEMPERATURE SENSOR SIGNAL
16 K299 18BR/WT OXYGEN SENSOR HEATER CONTROL
17 - -
18 - -
19 K31 18BR FUEL PUMP RELAY CONTROL
20 K52 18PK/BK EVAP/PURGE SOLENOID CONTROL
21 C27 18DB (2.4L) HIGH SPEED RADIATOR FAN RELAY CONTROL
22 C21 18DB/OR (A/C) A/C SWITCH SENSE
23 C90 18LG (A/C) A/C SELECT INPUT
26 K226 18DB/LG (4.0L) FUEL LEVEL SENSOR SIGNAL
28 - -
29 D32 18LG/WT SCI RECEIVE
31 - -
32 V37 18RD/LB (SPEED CONTROL) SPEED CONTROL SWITCH SIGNAL
RADIATOR FAN MOTOR (2.4L) - 2 WAY

1 C25 12DG RADIATOR FAN RELAY OUTPUT
2 Z213 12BK GROUND
3 C23 12DB FUSED HIGH SPEED RADIATOR RELAY OUTPUT
RADIATOR FAN MOTOR CIRCUIT BREAKER (2.4L) - 2 WAY

A Z213 12BK GROUND
B Z213 12BK GROUND
RADIO - GRAY 22 WAY

1 F60 16RD/WT FUSED B(+)
2 X12 20PK FUSED IGNITION SWITCH OUTPUT (RUN-ACC)
3 E2 20OR PANEL LAMPS DRIVER
4 - -
5 - -
6 - -
7 X54 18VT RIGHT FRONT SPEAKER (+)
8 X56 18DB RIGHT FRONT SPEAKER (-)
11 Z9 16BK GROUND
12 F60 16RD/WT FUSED B(+)
13 X16 20LG RADIO 12V OUTPUT
15 - -
16 - -
17 - -
20 X58 18DB/PK RIGHT REAR SPEAKER (-)
21 X52 18DB/WT RIGHT REAR SPEAKER (+)
22 Z9 16BK GROUND
REAR FOG LAMP (EXPORT) - BLACK 2 WAY

1 L38 18BR/WT REAR FOG LAMP FEED
2 Z1 20BK GROUND
REAR LOCKER INDICATOR SWITCH (OFF-ROAD PACKAGE) - BLACK 2 WAY

1 Z1 16BK GROUND
2 G301 16VT/LB REAR LOCKER INDICATOR SWITCH SENSE
REAR LOCKER PUMP (OFF-ROAD PACKAGE) - LT GRAY 3 WAY

1 Z1 18BK GROUND
2 - -
3 A850 18RD/WT REAR LOCKER RELAY OUTPUT
REAR WASHER PUMP (HARD TOP) - BLACK 2 WAY

1 V20 18VT/OR REAR WASHER MOTOR CONTROL
2 Z1 18BK GROUND
REAR WINDOW DEFOGGER SWITCH (HARD TOP) - 4 WAY

1 Z1 20BK GROUND
2 C80 20DB/WT REAR WINDOW DEFOGGER SWITCH SENSE
3 F81 20DB/RD FUSED REAR WINDOW DEFOGGER RELAY OUTPUT
REAR WIPER MOTOR (HARD TOP) - BLACK 3 WAY

1 V23 18BR/PK FUSED IGNITION SWITCH OUTPUT (RUN)
2 Z1 16BK GROUND
3 V13 18BK/LG REAR WIPER MOTOR CONTROL
REAR WIPER/WASHER SWITCH (HARD TOP) - WHITE 6 WAY

1 Z1 18BK GROUND
2 V20 18VT/OR REAR WASHER MOTOR CONTROL
4 V13 18BR/LG REAR WIPER MOTOR CONTROL
5 V23 18BR/PK FUSED IGNITION SWITCH OUTPUT (RUN)
6 - -
RIGHT COURTESY LAMP - BLACK 2 WAY

RIGHT DOME LAMP - WHITE 2 WAY

RIGHT FOG LAMP (EXCEPT EXPORT) - BLACK 2 WAY

1 Z1 18BK GROUND
2 L39 16LB FOG LAMP RELAY NO. 1 OUTPUT
RIGHT FRONT PARK/ TURN SIGNAL LAMP (EXCEPT EXPORT) - BLACK 3 WAY
3 Z1 18BK GROUND
RIGHT FRONT POSITION LAMP (EXPORT) - BLACK 2 WAY

2 Z1 20BK GROUND
RIGHT FRONT SPEAKER - BLACK 2 WAY

RIGHT FRONT TURN SIGNAL LAMP (EXPORT) - BLACK 3 WAY

2 - -
3 Z1 18BK GROUND
RIGHT FRONT WHEEL SPEED SENSOR - BLACK 2 WAY

1 B6 18WT/DB RIGHT FRONT WHEEL SPEED SENSOR (-)
2 B7 18WT RIGHT FRONT WHEEL SPEED SENSOR (+)
RIGHT HEADLAMP - BLACK 3 WAY

3 Z1 18BK GROUND
RIGHT HEADLAMP LEVELING MOTOR (EXPORT) - BLACK 3 WAY

3 Z1 20BK GROUND
RIGHT LICENSE LAMP (EXPORT) - GRAY 2 WAY

2 Z1 20BK GROUND
RIGHT REAR LAMP ASSEMBLY - BLACK 4 WAY

1 L1 20VT/BK (EXCEPT EXPORT) BACK-UP LAMP FEED
1 L62 18BR/RD (EXPORT) RIGHT TURN/STOP SIGNAL
2 L62 18BR/RD (EXCEPT EXPORT) RIGHT TURN/STOP SIGNAL
2 L1 20VT/BK (EXPORT) BACK-UP LAMP FEED
3 L7 18BK/YL (EXCEPT EXPORT) FUSED PARK LAMP RELAY OUTPUT
3 L50 18WT/TN (EXPORT) BRAKE LAMP SWITCH OUTPUT
4 L63 18DG/RD (EXCEPT EXPORT) LEFT TURN/STOP SIGNAL
4 L7 18BK/YL (EXPORT) FUSED PARK LAMP RELAY OUTPUT
RIGHT REAR SPEAKER - BLACK 3 WAY

2 - -
3 X52 20DB/WT RIGHT REAR SPEAKER (+)
RIGHT REAR WHEEL SPEED SENSOR - BLACK 2 WAY

1 B1 18YL/DB RIGHT REAR WHEEL SPEED SENSOR (-)
2 B2 18YL RIGHT REAR WHEEL SPEED SENSOR (+)
RIGHT SIDE MARKER LAMP (EXCEPT EXPORT) - GRAY 2 WAY

RIGHT SIDE REPEATER LAMP (EXPORT) - GRAY 2 WAY

2 Z1 18BK GROUND
SEAT BELT SWITCH (EXCEPT LHD EXPORT) - BLACK 2 WAY

1 G10 20LG/RD SEAT BELT SWITCH SENSE
2 Z1 20BK GROUND
SENTRY KEY IMMOBILIZER MODULE - BLACK 6 WAY

1 - -
3 - -
4 F15 20DB FUSED IGNITION SWITCH OUTPUT (RUN-START)
5 Z1 20BK GROUND
6 F33 20PK/RD FUSED B(+)
SPEED CONTROL SERVO - BLACK 4 WAY

1 V36 18TN/RD SPEED CONTROL VACUUM SOLENOID CONTROL
2 V35 18LG/RD SPEED CONTROL VENT SOLENOID CONTROL
3 V30 20DB/RD SPEED CONTROL BRAKE LAMP SWITCH OUTPUT
4 Z1 18BK GROUND
SUBWOOFER - 12 WAY
5 X16 20LG RADIO 12V OUTPUT
6 X13 16BK/RD FUSED IGNITION SWITCH OUTPUT
7 X52 18GY/DB RIGHT REAR SPEAKER (+)
11 - -
12 Z9 16BK/WT GROUND
THROTTLE POSITION SENSOR (2.4L) - WHITE/BLUE 3 WAY

3 K22 18OR/DB THROTTLE POSITION SENSOR NO. 1 SIGNAL
THROTTLE POSITION SENSOR (4.0L) - 3 WAY

1 K7 20OR 5-VOLT SUPPLY
3 K22 18OR/DB THROTTLE POSITION SENSOR NO. 1 SIGNAL
TORQUE CONVERTER CLUTCH SOLENOID - BLACK 2 WAY

A F12 20RD/LG FUSED IGNITION SWITCH OUTPUT (RUN-START)
B T23 18OR/LG TRANSMISSION LOW/OVERDRIVE SOLENOID
TRANSFER CASE SWITCH (EXCEPT OFF-ROAD PACKAGE) - BLACK 2 WAY

A G107 20BK/RD 4WD INDICATOR
B Z1 18BK GROUND
TRANSFER CASE SWITCH (OFF-ROAD PACKAGE) - BLACK 2 WAY

1 K77 18BR/WT TRANSFER CASE POSITION SENSOR INPUT
TRANSMISSION CONTROL MODULE - 60 WAY

1 T1 18LG/BK TRS T1 SENSE
2 - -
3 T3 18VT TRS T3 SENSE
4 - -
5 - -
9 T9 18OR/BK OVERDRIVE PRESSURE SWITCH SENSE
10 T10 18YL/DG TORQUE MANAGEMENT REQUEST SENSE
11 F15 18DB/WT FUSED IGNITION SWITCH OUTPUT (RUN-START)
12 K22 18OR/DB THROTTLE POSITION SENSOR SIGNAL
14 T14 18LG/WT OUTPUT SPEED SENSOR SIGNAL
15 K30 18PK TRANSMISSION CONTROL RELAY CONTROL
16 T16 16RD TRANSMISSION CONTROL RELAY OUTPUT
18 T56 18DG/LB OVERDRIVE OFF SWITCH INDICATOR
19 T19 16WT 2-4 SOLENOID CONTROL
20 T20 16LB LOW/REVERSE SOLENOID CONTROL
21 - -
22 - -
23 - -
24 - -
25 - -
26 - -
27 - -
28 - -
29 - -
30 - -
31 - -
32 - -
33 - -
34 - -
35 - -
36 - -
37 - -
38 - -
39 - -
40 - -
TRANSMISSION CONTROL MODULE - 60 WAY

41 T411 18WT/PK TRS T41 SENSE
42 T42 16VT/WT TRS T42 SENSE
44 - -
45 - -
46 D20 18LG SCI RECEIVE
47 T47 18YL/BK 2-4 PRESSURE SWITCH SENSE
48 - -
49 T6 18OR/WT OVERDRIVE OFF SWITCH SENSE
50 T50 18DG LOW/REVERSE PRESSURE SWITCH SENSE
52 T52 18RD/BK INPUT SPEED SENSOR SIGNAL
53 Z112 16BK GROUND
54 T54 18VT TRANSMISSION TEMPERATURE SENSOR SIGNAL
55 - -
56 A30 16RD/WT FUSED B(+)
57 Z113 16BK/YL GROUND
58 - -
59 T59 16PK UNDERDRIVE SOLENOID CONTROL
60 T60 16BR OVERDRIVE SOLENOID CONTROL
TRANSMISSION RANGE INDICATOR ILLUMINATION (PRNDL) - BLACK 2 WAY

2 Z1 20BK GROUND
TRANSMISSION RANGE SENSOR - 10 WAY

2 - -
4 T54 18VT TRANSMISSION TEMPERATURE SENSOR SIGNAL
5 T41 20BK/WT PARK/NEUTRAL POSITION SWITCH SENSE (T41)
7 T1 18LG/BK TRS T1 SENSE
8 T3 18VT TRS T3 SENSE
9 T42 16VT/WT TRS T42 SENSE
10 T411 18WT/PK TRS T41 SENSE
TRANSMISSION SOLENOID/PRESSURE SWITCH ASSEMBLY - 10 WAY

1 T60 16BR OVERDRIVE SOLENOID CONTROL
2 T59 16PK UNDERDRIVE SOLENOID CONTROL
4 T19 16WT 2-4 SOLENOID CONTROL
5 T47 18YL/BK 2-4 PRESSURE SWITCH SENSE
6 T9 18OR/BK OVERDRIVE PRESSURE SWITCH SENSE
7 T20 16LB LOW/REVERSE SOLENOID CONTROL
8 - -
9 - -
10 T50 18DG LOW/REVERSE PRESSURE SWITCH SENSE
UNDERHOOD LAMP - BLACK 2 WAY

1 Z1 18BK GROUND
VEHICLE SPEED SENSOR - BLACK 3 WAY

1 K6 18VT/WT 5V SUPPLY
TJ 8W-91 CONNECTOR/GROUND/SPLICE LOCATION 8W - 91 - 1
8 W-9 1 CON N ECT OR/GROU N D/SPLI CE LOCAT I ON
TABLE OF CONTENTS
page
CONNECTOR/GROUND/SPLICE LOCATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CON N ECT OR/GROU N D/SPLI CE Use the wiring diagrams in each section for connec-
tor, ground, and splice identification. Refer to the
LOCAT I ON index for the proper figure number. For items that
are not shown in this section N/S is placed in the
DESCRIPTION Fig. column.
This section provides illustrations identifying con-
nector, ground, and splice locations in the vehicle.
Connector, ground, and splice indexes are provided.
CON N ECT ORS
Connector Name/Number Color Location Fig.

A/C Compressor Clutch BK At A/C Compressor Clutch 4, 5
A/C Heater Control - C1 Center of Instrument Panel 24, 27
A/C High Pressure Switch BK Left Side of Engine 4
A/C Low Pressure Switch GN Near Powertrain Control Module 5, 10, 16
A/C Pressure Transducer BK Near Compressor 5, 10
(2.4L)
Airbag Control Module YL Front of Floor Pan Tunnel 18
Ambient Temperature Sensor GY Left Front Fender Side Shield 1
Axle Lock Switch(Off Road) Near Cigar Lighter 24
Back-up Lamp Switch (M/T) BK Right Side of Transmission 32, 33, 34
Battery Temperature Sensor BK Under Battery Tray 7, 8
Blend Door Actuator On HVAC Harness N/S
Blower Motor On HVAC Harness N/S
Blower Motor Relay BK On HVAC Harness N/S
Blower Motor Resistor Block On HVAC Harness N/S
Brake Lamp Switch GY Top of Brake Pedal Bracket 20
Brake Transmission Shift WT Near Steering Column N/S
Interlock Solenoid
Brake Warning Indicator Switch BK On Brake Master Cylinder 7
C103 BK Rear of Engine Compartment 7, 8, 15, 16
C104 (LHD) GY Rear of Engine Compartment 7, 15, 16
C104 (RHD) GY Rear of Engine Compartment 8, 16
C107 (LHD) YL Left Kick Panel 19, 20, 35
C107 (RHD) YL Right Kick Panel, see LHD Similar 21
8W - 91 - 2 8W-91 CONNECTOR/GROUND/SPLICE LOCATION TJ
CON N ECT OR/GROU N D/SPLI CE LOCAT I ON (Cont inue d)

C109 (A/T) LT-GY Rear of Engine Compartment 7, 8, 15
C110 BK Left Fender Side Shield 1, 7
C115 (Off Road) BK Top of Locker Pump Bracket 29
C116 (Off Road) LT-GY Top of Locker Pump Bracket 29
C120 (2.4L) BK Right side of Radiator Fan Shroud 5, 10
C154 BK Top Right Side of Transmission 32
C170 (LHD) NAT Left Kick Panel 20, 22
C170 (RHD) NAT Right Kick Panel 22, 25
C180 BK Below Evap/Purge Solenoid N/S
C181 BK Left Rear of Engine Head 3
C182 BK Left Rear of Engine Head 3
C202 (LHD) GY Left Kick Panel 20, 22, 35
C202 (RHD) GY Right Kick Panel 21, 22,25
C203 (LHD) GN Left Kick Panel 24
C203 (RHD) GN Right Kick Panel 27
C205 LT GN Left Kick Panel 23, 25
C324 (Speaker Pod) WT/BK Right Side of Sport Bar N/S
C325 (Speaker Pod) WT/BK Left Side of Sport Bar 35, 36
C326 (Hard Top) BK Left Rear Quarter Panel 35, 36
C329 (Export) BK Left Rear of Rear Bumper 39
Camshaft Position Sensor BK Right Side of Engine 6
(4.0L)
Camshaft Position Sensor BK Right Front Corner of Engine Head, behind N/S
(2.4L) Air Cleaner
Capacitor At Right Rear of Engine 14
Center High Mounted Stop BK Near Right Rear Lamp Assembly 39, 40
Lamp
Cigar Lighter/Power Outlet RD Rear of Cigar Lighter 24, 26
Circuit Breaker GY Near Day Time Running Lamp Module 17, 19
Clockspring - C1 NAT Rear of Clockspring 28
Clockspring - C2 YL Rear of Clockspring 28
Clutch Pedal Position Switch BK Top of Clutch Pedal Bracket 19, 20
(M/T)
Compass/Temperature Mirror BK At Top Center of Windshield N/S
Controller Anti-Lock Brake BK Rear Left Side of Dash Panel 7
Crankshaft Position Sensor BK At Rear of Intake Manifold 6, 12, 33
(4.0L)
Crankshaft Position Sensor BK Left Bellhousing N/S
(2.4L)
Data Link Connector BK Bottom Driver Side of Instrument Panel 20, 25
Daytime Running Lamp BK Left Side of Engine Compartment N/S
Module (Except Export)
Driver Airbag Squib YL Under Horn Pad N/S
Driver Door Ajar Switch NAT At 9A9 Pillar 20, 21

Engine Coolant Temperature BK On Thermostat Housing 4, 15
Sensor
Engine Oil Pressure Switch BK Right Side of Engine Block 12
(4.0L)
Engine Oil Pressure Switch BK Below A/C Compressor N/S
(2.4L)
Engine Starter Solenoid At Starter Motor 3
Evap/Purge Solenoid BK Left Fender Side Shield 7, 9
Front Locker Indicator Switch BK Top of Front Differential 30
(Off Road)
Front Locker Pump (Off Road) BK Top of Locker Pump Bracket 29
Front Washer Pump BK Under Washer Fluid Reservoir 1
Front Wiper Motor BK At Motor 11
Fuel Injector NO.1 (4.0L) BK At Injector 4
Fuel Injector NO.2(4.0L) BK At Injector 4
Fuel Pump Module BK Above Fuel Tank 37
G Switch BK Near T/O for Controller Anti-Lock Brake 18
Generator BK Rear of Generator 3, 6
Ground Strap Attached to Center of Hood 7
Headlamp Leveling Switch WT At Switch 22, 25
(Export)
Horn BK Left Front Fender Side Shield 1
Idle Air Control Motor BK Side of Throttle Body 3, 4
Ignition Coil Capacitor BK Right Rear of Engine Head 6, 14
Ignition Coil Pack (2.4L) GY Right Side of Engine 3
Ignition Coil Pack (4.0L) BK Right Rear of Engine 6, 12
Ignition Switch On Steering Column 28
Input Speed Sensor BK Left Center of Trans 13
Instrument Cluster - C1 Rear of Cluster 22, 25
Instrument Cluster - C2 Rear of Cluster 22, 25
Intake Air Temperature Sensor GY Rear of Intake Manifold 4
Leak Detection Pump BK Right Rear Quarter, Forward of Tail Lamp 38
Assembly
Left Courtesy Lamp BK Left Side of Instrument Panel 22, 25
Left Dome Lamp WT In Left Speaker Pod N/S
Left Fog Lamp (Except Export) BK At Lamp, See Right N/S
Left Front Park/Turn Signal BK At Lamp, See Right N/S
Lamp (Except Export)
Left Front Position Lamp BK At Lamp 1
(Export)

Left Front Speaker BK At Speaker 22, 25
Left Front Turn Signal Lamp BK At Lamp, See Right N/S
(Export)
Left Front Wheel Speed BK Left Side of Engine Compartment Near 7
Sensor Hydraulic Control Unit
Left Headlamp BK Rear of Lamp 1
Left Headlamp Leveling Motor BK Near Headlamp at Motor 1
(Export)
Left License Lamp (Export) GY At Lamp 39, 40
Left Rear Lamp Assembly BK At Lamp 39, 40
Left Rear Speaker BK In Left Speaker/lamp Pod N/S
Left Rear Wheel Speed Sensor BK Near Vehicle Speed Sensor T/O 37
Left Side Marker Lamp GY At Lamp, See Right N/S
Left Side Repeater Lamp GY At Lamp, See Right N/S
(Export)
Manifold Absolute Pressure BK Side of Throttle Body 3, 4
Sensor
Multi-Function Switch C1 GY Steering Column 28
Multi-Function Switch C2 BK Steering Column 28
Output Speed Sensor BK Rear Left Side of Trans 13
Overdrive Off Switch Center of Instrument Panel 24, 26
Oxygen Sensor 1/1 Upstream On Front Exhaust Pipe 4, 14
Oxygen Sensor 1/2 BK Rear of Catalytic Converter 4, 13, 34
Downstream
Oxygen Sensor 2/1 Upstream Near Idle Air Control Motor T/O 4, 13
(4.0L California/European III)
Oxygen Sensor 2/2 GY T/O near Ignition Coil Pack T/O 6, 12, 13
Downstream (4.0L California/
European III)
Park Brake Switch Left of Seat Belt Switch 18
Passenger Airbag YL Rear of Airbag 17, 19
Passenger Airbag On/Off Lower Center of Instrument Panel 24
Switch
Passenger Door Ajar Switch BK Near Top Hinge of Passenger Door 17, 19
Power Distribution Center BK Engine Compartment Right or Left Fenter 7, 8
Power Outlet Center of Instrument Panel 24, 26
Power Steering Pressure BK Near Power Steering Pump 3
Switch (2.4L)
Powertrain Control Module - BK Right Rear of Engine Compartment 14, 16
C1 (LHD)
Powertrain Control Module - BK Left Rear of Engine Compartment N/S
C1 (RHD)
Powertrain Control Module - WT Right Rear of Engine Compartment 14, 16
C2 (LHD)
Powertrain Control Module - WT Left Rear of Engine Compartment N/S
C2 (RHD)

Powertrain Control Module - GY Right Rear of Engine Compartment 7, 14
C3 (LHD)
Powertrain Control Module - GY Left Rear of Engine Compartment 8
C3 (RHD)
Radiator Fan Motor Circuit BK On Right Radiator Fan Shroud 5
Breaker (2.4L)
Radiator Fan Motor (2.4L) BK On Right Radiator Fan Shroud 5
Radiator Fan Relay (2.4L) BK On exterior of PDC, Engine side 10
Radio GY Rear of Radio 24, 27
Rear Fog Lamp (Export) BK At Lamp 39, 40
Rear Locker Indicator Switch BK Top of Rear Differential 31
(Off Road)
Rear Locker Pump (Off Road) LT-GY Top of Locker Pump Bracket 29
Rear Washer Pump (Hard Top) BK Under Washer Fluid Reservoir 1, 9
Rear Window Defogger At Rear Window 35, 36
Rear Window Defogger Switch GY Behind Rear Window Defogger Switch 24, 26
(Hard Top)
Rear Wiper Motor (Hard Top) BK At Rear Wiper Motor 35, 36
Rear Wiper/Washer Switch WT Behind Rear Wiper/Washer Switch 24, 26
(Hard Top)
Right Courtesy Lamp BK Right Side of Instrument Panel 23, 25
Right Dome Lamp WT In Right Speaker Pod
Right Fog Lamp (Except BK At Lamp 2
Export)
Right Front Park/Turn Signal BK At Lamp 2
Lamp (Except Export)
Right Front Position Lamp BK At Lamp 2
(Export
Right Front Speaker BK At Speaker 23, 25
Right Front Turn Signal Lamp BK At Lamp 2
(Export)
Right Front Wheel Speed BK Rear of Engine N/S
Sensor
Right Headlamp BK Rear of Lamp 2
Right Headlamp Leveling BK Near Headlamp at Motor 2
Motor (Export)
Right License Lamp GY At Lamp 39, 40
Right Rear Lamp Assembly BK At Lamp 39, 40
Right Rear Speaker BK In Right Speaker/lamp Pod N/S
Right Rear Wheel Speed BK Near Vehicle Speed Sensor T/O 37
Sensor
Right Side Marker Lamp GY At Lamp 2
(Except Export)
Right Side Repeater Lamp GY At Lamp 2
Seat Belt Switch BK Near Park Brake Switch 18, 36

Sentry Key Immobilizer Module BK At Immobilizer 28
Speed Control Servo BK Left Side Engine Compartment 7, 9
Subwoofer LT-GY Floor Pan 18
Throttle Position Sensor WT Side of Throttle Body 4, 15
Transfer Case Position Switch BK Left Side of Transfer Case 29
Transmission Control Module BK On Left Fender Shield 9
Transmission Range Indicator BK Between Seats 18
Illumination (PRNDL)
Transmission Range Sensor GN Left Center of Transmission 13
Transmission Solensid/ NAT Right Center of Transmission 12
Pressure Switch Assembly
Underhood Lamp BK Under Hood 7, 8, 15
Vehicle Speed Sensor BK Left Rear of Transfer Case 29
GROU N DS
Connector Name/ Location Fig.

Number
G100 Rear Center of Engine Compartment 7, 8
G101 Rear Center of Engine Compartment 7
G102 Left Radiator Closure Panel 1
G103 Right Radiator Closure Panel 2
G104 Near Generator N/S
G105 Right Rear of Engine Block (4.0L) Near Left Engine Mount 36, 12
(2.4L)
G106 Right Rear of Engine Block N/S
G107 Right Rear of Engine Block N/S
G110 (2.4L) Near Left Engine Mount 3, 12
G111 Near Right Rear of Engine 6
G190 Near Right Headlamp 10
G191 Near Right Headlamp 10
G200 (LHD) Left Rear of Instrument Panel 20
G200 (RHD) Right Rear of Instrument Panel 25
G201 (LHD) Left Rear of Instrument Panel 20
G201 (RHD) Right Rear of Instrument Panel 25
G202 (LHD) Right Rear of Instrument Panel 23
G202 (RHD) Left Rear of Instrument Panel 25
G203 (LHD) Right Rear of Instrument Panel 23
G203 (RHD) Left Rear of Instrument Panel 25
G204 (RHD) Center of Instrument Panel 25
G300 (LHD) Left Kick Panel 20
G300 (RHD) Right Kick Panel 21
G301 (LHD) At Base of Center Stack 18
G301 (RHD) Left Kick Panel 19
Connector Name/ Location Fig.

Number
G302 (LHD) Left Kick Panel 20
G302 (RHD) Right Kick Panel 21
G303 (LHD) Near Steering Column Mounting Bracket N/S
G303 (RHD) Near Right Kick Panel N/S
SPLI CES
Splice Number Location Fig.

S101 Near T/O for Power Distribution Center 7, 8
S102 Near T/O for G100 or Daytime Running Lamp Module 7, 8
S103 Near T/O for G101 7, 8
S105 Near T/O for Daytime Running Lamp Module N/S
S108 Near T/O for Power Distribution Center 7, 8
S111 Near T/O for Battery Temperature Sensor or Power 7, 8
Distribution Center
S115 At Left Fender Shield Harness Tie Down 1
S116 (Except-Export) Near T/O for Front Washer Pump 1
S117 Near T/O for Horn 1
S118 Near Left Headlamp T/O 1
S121 Near T/O for Powertrain Control Module - C2 16
S122 Near Grommet for Left Front Turn Signal Lamp, See Right N/S
S123 (4.0L) Near T/O for G105 12
S123 (2.4L) Near T/O for Ignition Coil Pack N/S
S124 (4.0L) Near T/O for 2/1 Oxygen Sensor 4
S125 (Export) Near Grommet for Right Front Turn Signal Lamp 2
S126 Near T/O for C104 16
S127 Near T/O for Idle Air Control Motor(4.0L) 4
S128 (4.0L) Between Fuel Injector NO. 2 and Fuel Injector NO. 3 4
S128 (2.4L) Near T/O for C103 on Engine Harness N/S
S129 Near T/O for C104 16
S130 (4.0L) Near T/O for C104 16
S130 (2.4L) Near T/O for C103 on Engine Harness N/S
S132 (4.0L) Trans Harness 6, 12
S132 (2.4L) Near T/O for Engine Starter Solenoid N/S
S133 (4.0L) Trans Harness 6, 12
S133 (2.4L) Near T/O for Input Speed Sensor, See 4.0L N/S
S134 (4.0L) Near T/O for C154 16
S134 (2.4L) Between Engine Starter Solenoid and C182 N/S
S135 (4.0L) Near T/O for Oxygen Sensor 1/2 Downstream N/S

S136 In Battery harness near PDC 16
S137 Near T/O for Throttle Position Sensor 4
S138 Middle of Radiator Closure Panel 2
S140 Near T/O for C104 N/S
S141 Near T/O for Left Front Turn Signal Lamp, See Right N/S
S142 Near T/O for Right Front Turn Signal Lamp 2
S143 Near T/O for Left Front Park/Turn Signal Lamp, See Right N/S
S144 Near T/O for Right Front Park/Turn Signal Lamp 2
S145 (Export) Near T/O for Left Front Turn Signal Lamp N/S
S147 Between T/Os for Underhood Lamp and C103, C104 7, 8
S150 Right Headlamp T/O 2
S151 Left Headlamp T/O N/S
S152 Near Left Headlamp T/O N/S
S153 Near T/O for Camshaft Position Sensor 6
S155 (Day Time Near T/O for Day Time Running Lamp Module 7
Running Lamps)
S156 Near T/O for ABS Pump Motor 7
S157 (4.0L) Near T/O For PCM 16
S158 (2.4L) Near T/O For Power Steering Pressure Switch N/S
S159 (2.4L) Near T/O For Power Steering Pressure Switch N/S
S160 (2.4L) In T/O for Transmission Control Module N/S
S162 (2.4L) Near T/O for Oxygen jSensor 1/1 Upstream N/S
S162 (4.0L) Near T/O For A/C Low Pressure Switch 16
S163 Between G101 and Right Front Wheel Speed Sensor 16
S164 Near T/O For Rer Locker Indicator Switch Inline C116 29
S170 69(150 mm) From G100 T/O toward Brake Booster N/S
S171 89(200 mm) From Batt Temp Sensor T/O toward G101 N/S
S172 Between G100 and C103 N/S
S173 Near G100 N/S
S176 In Fuel InjectorHarness N/S
S177 n Fuel InjectorHarness N/S
S178 Near T/O for C103 on Engine Harness N/S
S202 (LHD) Center of Instrument Panel 20
S202 (RHD) Center Rear of Instrument Panel 25
S204 Center Rear of Instrument Panel 24, 25
S207 Near Cigar Lighter T/O 24
S208 Near Blower Motor N/S
S209 Near T/O for C202, C203, and C204 20, 25, 26

S210 Near T/O for A/C Heater Control C3 24, 27
S211 Near T/O for C202 20, 25
S212 Near T/O to Right Courtesy Lamp 20, 25
S216 Left Side of Instrument Panel 20
S217 Left Side of Instrument Panel 20
S302(LHD) In T/O to Steering Column 17
S302(RHD) Between S315 and S331, near T/O to ACM 19
S304 (LHD) Center Rear of Dash Panel, Near Front Wiper Motor T/O 17
S304 (RHD) Near T/O for C202 and C107 20
S309 Front of Left Door Opening 35
S310 Left Rear Quarter Panel, Near Body Grommet 19, 35
S311 Near Left Rear Lamp Assembly Connector 35, 36, 40
S315 Above Steering Column 17, 19
S316 In T/O for Rear Fog Lamp 39,40
S317 Near T/O for Left License Lamp 39, 40
S320 (LHD) Near T/O for C107 19 35
S320 (RHD) Near T/O for Fuse Block 19
S331 (LHD) Near T/O to Steering Column 17
S331 (RHD) Near T/O for Fuse Block 19
S335 (Except-Export) Near Left Rear Lamp Assembly Connector 35
S350 Near Fuse Block 19, 35
S351 Near T/O to Sport Bar 19, 35
S352 Forward of S351 19, 35
S353 Near T/O to Body Harness 17, 40
S354(Export) At Top of Right Kick Panel 19, 20, 35
S355 (LHD) Near T/O to Steering Column 17
S355 (RHD) Near T/O to Steering Column 20
S356 109(254 mm) Forward from T/O to Rear Washer 19, 35
S359 Near Fuse Block 35
S360 Near T/O for Rear Window Defogger Feed 35, 36
S361 Near T/O for Rear Window Defogger Feed 35, 36
Fig. 1 LEFT HEADLAMP

Fig. 2 RIGHT HEADLAMP

Fig. 3 2.4 LITER ENGINE LEFT SIDE

Fig. 4 4.0 LITER ENGINE LEFT SIDE

Fig. 5 2.4L A/C RIGHT SIDE

Fig. 6 4.0 LITER ENGINE RIGHT SIDE

Fig. 7 ENGINE COMPARTMENT REAR LHD

Fig. 8 ENGINE COMPARTMENT REAR RHD

Fig. 9 LEFT FENDER SHIELD

Fig. 10 2.4 LITER RIGHT FENDER SHIELD
Fig. 11 FRONT WIPER MOTOR

Fig. 12 4.0 LITER ENGINE AND TRANS

Fig. 13 4.0 LITER ENGINE AND TRANS LEFT

Fig. 14 2.4 LITER ENGINE PCM
Fig. 15 2.4 LITER REAR ENGINE

Fig. 16 4.0 LITER ENGINE REAR

Fig. 17 DASH PANEL LHD

Fig. 18 BODY HARNESS

Fig. 19 DASH PANEL RHD

Fig. 20 LEFT COWL PANEL LHD
Fig. 21 RIGHT COWL PANEL RHD

Fig. 22 LEFT SIDE INSTRUMENT PANEL LHD

Fig. 23 RIGHT SIDE INSTRUMENT PANEL LHD

Fig. 24 CENTER INSTRUMENT PANEL LHD

Fig. 25 INSTRUMENT PANEL RHD

Fig. 26 CENTER INSTRUMENT PANEL RHD

Fig. 27 RIGHT AND CENTER INSTRUMENT PANEL RHD

Fig. 28 STEERING COLUMN CONNECTIONS

Fig. 29 TRANSFER CASE

Fig. 30 FRONT LOCKER INDICATOR SWITCH
Fig. 31 REAR LOCKER INDICATOR SWITCH

Fig. 32 MANUAL TRANSMISSION BUX
Fig. 33 MANUAL TRANSMISSION

Fig. 34 MANUAL TRANS 2.4L

Fig. 35 BODY CONNECTORS LHD

Fig. 36 BODY CONNECTORS RHD

Fig. 37 FUEL PUMP
Fig. 38 LEAK DETECTION PUMP

Fig. 39 REAR LAMPS LHD
Fig. 40 REAR LAMPS RHD

8 W-9 7 POWER DI ST RI BU T I ON
TABLE OF CONTENTS
page page
POWER DISTRIBUTION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...1 REMOVAL .............................7
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . ...1 DISASSEMBLY
SPECIAL TOOLS POWER DISTRIBUTION CENTER
POWER DISTRIBUTION SYSTEMS . . . . . . ...2 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 8
CIGAR LIGHTER OUTLET ASSEMBLY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...2 POWER DISTRIBUTION CENTER
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . ...2 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 10
DIAGNOSIS AND TESTING - CIGAR LIGHTER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
OUTLET .......................... ...2 POWER DISTRIBUTION CENTER SUPPORT
FUSE BLOCK BRACKET
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .3 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .3 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
REMOVAL .......................... . . .3 POWER OUTLET
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . .4 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
IOD FUSE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .5 DIAGNOSIS AND TESTING - POWER OUTLET . 12
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
REMOVAL .......................... . . .5 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . .5 RELAY
MICRO-RELAY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .6 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 DIAGNOSIS AND TESTING - RELAY . . . . . . . . . 14
DIAGNOSIS AND TESTING - MICRO-RELAY . . .6 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL .......................... . . .6 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . .6
POWER DISTRIBUTION CENTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...7
POWER DI ST RI BU T I ON owners manual in the vehicle glove box for more

information on the features and use of all of the
power distribution system components. Refer to the
DESCRIPTION
index in this service manual for the location of com-
This group covers the various standard and
plete circuit diagrams for the various power distribu-
optional power distribution components used on this
tion system components.
model. The power distribution system for this vehicle
consists of the following components:
Power Distribution Center (PDC)
OPERATION
The power distribution system for this vehicle is
Fuseblock
designed to provide safe, reliable, and centralized dis-
Cigar Lighter Outlet
tribution points for the electrical current required to
Power Outlet
operate all of the many standard and optional facto-
The power distribution system also incorporates
ry-installed electrical and electronic powertrain,
various types of circuit control and protection fea-
chassis, safety, security, comfort and convenience sys-
tures, including:
tems. At the same time, the power distribution sys-
Blade-type fuses
tem was designed to provide ready access to these
Cartridge fuses
electrical distribution points for the vehicle techni-
Relays
cian to use when conducting diagnosis and repair of
Following are general descriptions of the major
faulty circuits. The power distribution system can
components in the power distribution system. See the
also prove useful for the sourcing of additional elec-
8W - 97 - 2 8W-97 POWER DISTRIBUTION TJ
POWER DI ST RI BU T I ON (Cont inue d)
trical circuits that may be required to provide the The cigar lighter knob and heating element are
electrical current needed to operate many accessories encased within a spring-loaded housing, which also
that the vehicle owner may choose to have installed features a sliding protective heat shield. When the
in the aftermarket. knob and heating element are inserted in the recep-
tacle shell, the heating element resistor coil is
grounded through its housing to the receptacle shell.
SPECI AL T OOLS If the cigar lighter knob is pushed inward, the heat
shield slides up toward the knob exposing the heat-
POWER DISTRIBUTION SYSTEMS ing element, and the heating element extends from
the housing toward the insulated contact in the bot-
tom of the receptacle shell.
Two small spring-clip retainers are located on
either side of the insulated contact inside the bottom
of the receptacle shell. These clips engage and hold
the heating element of the cigar lighter against the
insulated contact long enough for the resistor coil to
heat up. When the heating element is engaged with
the contact, battery current can flow through the
resistor coil to ground, causing the resistor coil to
heat.
When the resistor coil becomes sufficiently heated,
excess heat radiates from the heating element caus-
ing the spring-clips to expand. Once the spring-clips
expand far enough to release the heating element,
Terminal Pick Kit 6680 the spring-loaded housing forces the knob and heat-
ing element to pop back outward to their relaxed
CI GAR LI GH T ER OU T LET position. When the cigar lighter knob and element
are pulled out of the receptacle shell, the protective
DESCRIPTION heat shield slides downward on the housing so that
An instrument panel cigar lighter outlet is stan- the heating element is recessed and shielded around
dard factory-installed equipment on some models. its circumference for safety.
Models equipped with the optional smokers package
will include a cigar lighter knob and heating ele- DIAGNOSIS AND TESTING - CIGAR LIGHTER
ment. Models without the smokers package are
equipped with a snap fit plastic cap and the outlet is
OUTLET
treated as an extra accessory power outlet. The out- For complete circuit diagrams, refer to Wiring
let is installed in the instrument panel accessory Diagrams.
switch bezel, which is located near the bottom of the
WARNING: REFER TO THE RESTRAINTS SECTION
instrument panel center bezel area, below the heater
OF THE SERVICE MANUAL BEFORE ATTEMPTING
and air conditioner controls.
ANY STEERING WHEEL, STEERING COLUMN, OR
The cigar lighter outlet is serviced only as a part of
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
the accessory switch bezel unit. If the base is faulty
SERVICE. FAILURE TO TAKE THE PROPER PRE-
or damaged, the accessory switch bezel unit must be
replaced. The cigar lighter knob and heating element
unit is available for service. This component cannot
INJURY.
be repaired and, if faulty or damaged, it must be
replaced. (1) Remove the cigar lighter knob and element
from the cigar lighter receptacle shell. Check for con-
OPERATION tinuity between the inside circumference of the cigar
The cigar lighter base or receptacle shell is con- lighter receptacle shell and a good ground. there
nected to ground, and an insulated contact in the should be continuity. If OK, go to Step 2. If not OK,
bottom of the shell is connected to battery current. go to Step 3.
The cigar lighter receives battery voltage from a fuse (2) Turn the ignition switch to the On position.
(f13) in the Power Distribution Center (PDC) through Check for battery voltage at the insulated contact
the ignition switch, only when in the Accessory or On located at the back of the cigar lighter receptacle
position and through a fuse (f19) in the fuseblock.8
CI GAR LI GH T ER OU T LET (Cont inue d)
shell. If OK, replace the faulty cigar lighter knob and The molded plastic fuseblock module housing has
element. If not OK, go to Step 3. an integral mounting bracket that is secured with
(3) Turn the ignition switch to the Off position. two screws to a bracket welded on the dash panel
Disconnect and isolate the battery negative cable. just above the heater and air conditioner housing.
Remove the instrument panel accessory switch bezel. The glove box is rolled down from the instrument
Check for continuity between the ground circuit cav- panel for service access of the fuseblock module
ity #3 of the cigar lighter wire harness connector and fuses. An adhesive-backed fuse layout map (Fig. 2)is
a good ground. There should be continuity. If OK, go located on the outside of the glove box bin (Fig. 3) to
to Step 4. If not OK, repair the open ground circuit to ensure proper fuse identification.
ground as required.
(4) Connect the battery negative cable. Turn the
ignition switch to the Accessory or On positions.
Check for battery voltage at cavity #1 of the cigar
lighter wire harness connector. If OK, replace the
faulty accessory switch bezel unit. If not OK, check
for blown fuse in the fuseblock (f19) or in the PDC
(f13). If fuse is blown check for short circuit. Repair
the circuit as required and replace blown fuse.
FU SE BLOCK
DESCRIPTION
An electrical fuseblock module is mounted on the
dash panel in the passenger compartment of the
vehicle (Fig. 1). The fuseblock module serves to dis-
tribute electrical current to many of the accessory
systems in the vehicle. The fuseblock module houses
up to twenty blade-type mini fuses.
Fig. 2 Fuseblock Label

The fuseblock module is integral to the body wire
harness. If any internal circuit or the fuseblock mod-
ule housing is faulty or damaged, the entire fuse-
block module and body harness unit must be
replaced.
OPERATION
All of the circuits entering and leaving the fuse-
block module do so through the body wire harness.
Internal connection of all of the fuseblock module cir-
cuits is accomplished by an intricate combination of
hard wiring and bus bars. Refer to Wiring Dia-
grams for the location of complete fuseblock module
circuit diagrams.
REMOVAL
The fuseblock module is serviced as a unit with the
body wire harness. If any internal circuit of the fuse-
Fig. 1 Fuseblock Module Location block module or if the fuseblock module housing is
faulty or damaged, the entire fuseblock module and
1 - FUSE BLOCK
2 - HEATER CASE the body wire harness unit must be replaced.
3 - GLOVE BOX OPENING (1) Disconnect and isolate the battery negative
cable.
FU SE BLOCK (Cont inue d)
Fig. 4 Fuseblock Module Remove/Install

1 - BODY WIRE HARNESS
2 - BRACKET
3 - FUSEBLOCK MODULE
4 - SCREWS (2)
NOTE: If the fuseblock module is being replaced

Fig. 3 Fuseblock Label Location with a new unit, be certain to transfer each of the
1 - GLOVE BOX DOOR fuses from the faulty fuseblock module to the
2 - FUSEBLOCK LABEL proper cavities of the replacement fuseblock mod-
3 - GLOVE BOX BIN ule. Refer to Fuse/Fuse Block in the index of this
service manual for the location of complete fuse-
(2) Remove the instrument panel assembly from block module circuit diagrams and cavity assign-
the dash panel (Refer to 23 - BODY/INSTRUMENT ments.
PANEL/INSTRUMENT PANEL ASSEMBLY -
REMOVAL). (1) Position the fuseblock module and the body
(3) Disconnect each of the body wire harness con- wire harness onto the dash panel as a unit.
nectors. Refer to Connector Locations in Wiring (2) Install and tighten the two screws that secure
for the location of the body wire harness connector the fuseblock module to the bracket on the dash
locations. panel. Tighten the screws to 3.3 Nm (30 in. lbs.).
(4) Remove all of the fasteners that secure each of (3) Engage each of the retainers that secure the
the body wire harness ground eyelets to the vehicle body wire harness to the vehicle body and chassis
body and chassis components. Refer to Connector components. Refer to Connector Locations in Wir-
Locations in Wiring for the location of the body wire ing for the location of the body wire harness retainer
harness ground locations. locations.
(5) Disengage each of the retainers that secure the (4) Install all of the fasteners that secure each of
body wire harness to the vehicle body and chassis the body wire harness ground eyelets to the vehicle
components. Refer to Connector Locations in Wir- body and chassis components. Refer to Connector
ing for the location of the body wire harness retainer Locations in Wiring for the location of the body wire
locations. harness ground eyelet locations.
(6) Remove the two screws that secure the fuse- (5) Reconnect each of the body wire harness con-
block module to the bracket on the dash panel (Fig. nectors. Refer to Connector Locations in Wiring
4). for the location of the body wire harness connector
(7) Remove the fuseblock module and the body locations.
wire harness from the dash panel as a unit. (6) Install the instrument panel assembly onto the
dash panel (Refer to 23 - BODY/INSTRUMENT PAN-
INSTALLATION EL/INSTRUMENT PANEL ASSEMBLY - INSTAL-
The fuseblock module is serviced as a unit with the LATION).
body wire harness. If any internal circuit of the fuse- (7) Reconnect the battery negative cable.
block module or if the fuseblock module housing is
faulty or damaged, the entire fuseblock module and
the body wire harness unit must be replaced.
I OD FU SE including the clock. The only reason the IOD fuse is

removed is to reduce the normal IOD of the vehicle
electrical system during new vehicle transportation
DESCRIPTION
and pre-delivery storage to reduce battery depletion,
All vehicles are equipped with an Ignition-Off
while still allowing vehicle operation so that the
Draw (IOD) fuse (Fig. 5) that is removed from its
vehicle can be loaded, unloaded and moved as needed
cavity in the Power Distribution Center (PDC) when
by both vehicle transportation company and dealer
the vehicle is shipped from the factory. Dealer per-
personnel.
sonnel are to remove the IOD fuse from the storage
The IOD fuse is removed from PDC fuse cavity #15
location and install it into PDC fuse cavity 15 as part
when the vehicle is shipped from the assembly plant.
of the preparation procedures performed just prior to
Dealer personnel must install the IOD fuse when the
new vehicle delivery.
vehicle is being prepared for delivery in order to
restore full electrical system operation. Once the
vehicle is prepared for delivery, the IOD function of
this fuse becomes transparent and the fuse that has
been assigned the IOD designation becomes only
another Fused B(+) circuit fuse. The IOD fuse serves
no useful purpose to the dealer technician in the ser-
vice or diagnosis of any vehicle system or condition,
other than the same purpose as that of any other
standard circuit protection device.
The IOD fuse can be used by the vehicle owner as
a convenient means of reducing battery depletion
when a vehicle is to be stored for periods not to
exceed about thirty days. However, it must be
remembered that removing the IOD fuse will not
eliminate IOD, but only reduce this normal condition.
If a vehicle will be stored for more than about thirty
days, the battery negative cable should be discon-
nected to eliminate normal IOD; and, the battery
should be tested and recharged at regular intervals
during the vehicle storage period to prevent the bat-
tery from becoming discharged or damaged.
Fig. 5 Ignition-Off Draw Fuse REMOVAL

1 - IGNITION-OFF DRAW FUSE The Ignition-Off Draw (IOD) fuse is removed from
2 - IGNITION-OFF DRAW FUSE STORAGE LOCATION Power Distribution Center (PDC) fuse cavity #15
3 - POWER DISTRIBUTION CENTER
when the vehicle is shipped from the assembly plant.
The PDC has a molded plastic cover that can be Dealer personnel must install the IOD fuse when the
unlatched and opened to provide service access to all vehicle is being prepared for delivery in order to
of the fuses and relays in the PDC. An integral latch restore full electrical system operation.
and hinge tabs are molded into the PDC cover for (1) Turn the ignition switch to the Off position.
easy removal. A fuse layout map is integral to the (2) Unlatch and open the cover from the PDC.
underside of the PDC cover to ensure proper fuse (3) Remove the IOD fuse from fuse cavity #15 of
and relay identification. The IOD fuse is a 50 ampere the PDC.
cartridge-type fuse and, when removed, it is stored in (4) Store the removed IOD fuse by inserting the
the empty fuse cavity 11 of the PDC. terminal blades of the fuse into the empty fuse cavity
#11 of the PDC.
OPERATION (5) Close and latch the cover onto the PDC.
The term ignition-off draw identifies a normal con-
dition where power is being drained from the battery INSTALLATION
with the ignition switch in the Off position. The IOD The Ignition-Off Draw (IOD) fuse is removed from
fuse feeds the memory and sleep mode functions for Power Distribution Center (PDC) fuse cavity #15
many of the electronic modules in the vehicle as well when the vehicle is shipped from the assembly plant.
as various other accessories that require battery cur- Dealer personnel must install the IOD fuse when the
rent when the ignition switch is in the Off position,
I OD FU SE (Cont inue d)
vehicle is being prepared for delivery in order to normally closed contact point by spring pressure.
restore full electrical system operation. When the relay coil is energized, an electromagnetic
(1) Turn the ignition switch to the Off position. field is produced by the coil windings. This electro-
(2) Unlatch and open the cover from the PDC. magnetic field draws the movable relay contact point
(3) Remove the stored IOD fuse from fuse cavity away from the fixed normally closed contact point,
#11 of the PDC. and holds it against the fixed normally open contact
(4) Align the terminal blades of the IOD fuse with point. When the relay coil is de-energized, spring
the terminal receptacles in fuse cavity #15 of the pressure returns the movable contact point back
PDC. against the fixed normally closed contact point. A
(5) Use a thumb to press the IOD fuse firmly down resistor is connected in parallel with the relay coil in
into PDC fuse cavity #15. the relay, and helps to dissipate voltage spikes and
(6) Close and latch the cover onto the PDC. electromagnetic interference that can be generated as
the electromagnetic field of the relay coil collapses.
M I CRO-RELAY DIAGNOSIS AND TESTING - MICRO-RELAY

(1) Remove the relay from its mounting location.
DESCRIPTION (2) A relay in the de-energized position should
have continuity between terminals 87A and 30, and
no continuity between terminals 87 and 30 (Fig. 6). If
OK, go to Step 3. If not OK, replace the faulty relay.
tromagnet) should be 67.5 - 82.5 ohms. If OK, go to
Step 4. If not OK, replace the faulty relay.
(4) Connect a battery to terminals 85 and 86.
30 and 87, and no continuity between terminals 87A
and 30. If OK, reinstall the relay and use a DRBIIIt
scan tool to perform further testing. Refer to the
Refer to the appropriate wiring information. The
wiring information includes wiring diagrams, proper
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
Fig. 6 ISO Micro Relay information and location views for the various wire
harness connectors, splices and grounds.
30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY REMOVAL
87 - NORMALLY OPEN (1) Disconnect and isolate the negative battery
cable.
A micro-relay is a conventional International Stan- (2) Remove the relay by grasping it firmly and
dards Organization (ISO) micro relay (Fig. 6). Relays pulling it straight out from its receptacle. A slight
conforming to the ISO specifications have common back and fourth rocking motion may help the
physical dimensions, current capacities, terminal pat- removal process.
terns, and terminal functions. The relay is contained
within a small, rectangular, molded plastic housing INSTALLATION
and is connected to all of the required inputs and (1) Align the micro-relay terminals with the termi-
outputs by five integral male spade-type terminals nal cavities in the receptacle.
that extend from the bottom of the relay base. (2) Push firmly and evenly on the top of the relay
Relays cannot be adjusted or repaired and, if faulty until the terminals are fully seated in the terminal
or damaged, the unit must be replaced. cavities in the receptacle.
OPERATION
A micro-relay is an electromechanical switch that
uses a low current input from one source to control a
high current output to another device. The movable
common feed contact point is held against the fixed
POWER DI ST RI BU T I ON layout map integral to the inside surface of the cover

to ensure proper component identification.
CEN T ER The PDC cover, the PDC housing lower cover, the
PDC relay wedges, the PDC relay cassettes and the
DESCRIPTION PDC B(+) terminal stud module are available for ser-
All of the electrical current distributed throughout vice replacement. The PDC main housing unit, the
this vehicle is directed through the standard equip- fuse wedges and the bus bars cannot be repaired and
ment Power Distribution Center (PDC) (Fig. 7). The are only serviced as a unit with the dash wire har-
molded plastic PDC housing is located on the right ness. If the PDC main housing unit, fuse wedges or
side of the engine compartment, forward of the bat- the bus bars are faulty or damaged, the dash wire
tery on the top of the right front inner fender shield. harness unit must be replaced.
The PDC houses up to fifteen maxi-type cartridge
fuses, which replace all in-line fusible links. The PDC OPERATION
also houses up to thirteen blade-type mini fuses, and All of the current from the battery and the gener-
up to twelve International Standards Organization ator output enters the PDC through two cables and a
(ISO) relays (four standard-type and eight micro- single two-holed eyelet that is secured with nuts to
type). the two PDC B(+) terminal studs near the back of
the PDC housing. The molded plastic PDC cover is
unlatched and opened to access the battery and gen-
erator output connection B(+) terminal studs. Inter-
nal connection of all of the PDC circuits is
accomplished by an intricate combination of hard
wiring and bus bars. Refer to theWiring section of
this service manual for wiring diagrams.
REMOVAL
The Power Distribution Center (PDC) main hous-
ing unit, the PDC fuse wedges and the PDC bus bars
cannot be repaired and are only serviced as a unit
with the dash wire harness. If the PDC main housing
unit, the fuse wedges or the bus bars are faulty or
damaged, the entire PDC and dash wire harness unit
Fig. 7 Power Distribution Center Location must be replaced.
1 - POWER DISTRIBUTION CENTER (PDC) (1) Disconnect and isolate the battery negative
2 - LATCHES
3 - COVER cable.
4 - RIGHT FRONT FENDER (2) Disconnect each of the dash wire harness con-
nectors. Refer to Connector Locations in the Wir-
The PDC housing is secured in the engine compart- ing section of this service manual for the location of
ment at four points. Integral mounts on both sides of the dash wire harness connector locations.
the PDC housing engage and latch to stanchions that (3) Remove all of the fasteners that secure each of
are integral to the stamped steel PDC bracket. The the dash wire harness ground eyelets to the vehicle
PDC bracket is secured to the top of the right front body and chassis components. Refer to Connector
inner fender shield with three screws, two at the Locations in the Wiring section of this service man-
front of the bracket and one at the rear. The PDC is ual for the location of the ground eyelet locations.
integral to the dash wire harness, which exits from (4) Disengage each of the retainers that secure the
the bottom of the PDC housing. The PDC housing dash wire harness to the vehicle body and chassis
has a molded plastic cover that includes two integral components. Refer to Connector Locations in the
latches at the rear and pivot hooks at the front that Wiring section of this service manual for the location
snap over a hinge pin on the front of the PDC hous- of the dash wire harness retainer locations.
ing. The PDC cover is easily opened or removed for
service access and has a convenient fuse and relay
POWER DI ST RI BU T I ON CEN T ER (Cont inue d)
(5) Unlatch and open the PDC cover (Fig. 8). PDC HOUSING LOWER COVER REMOVAL
cable.
(2) Unlatch and remove the cover from the PDC.
(3) Unlatch and remove the B(+) terminal stud
cover from the PDC.
(4) Remove the two nuts that secure the eyelet ter-
minal to the two B(+) terminal studs of the PDC.
(5) Remove the eyelet terminal from the PDC B(+)
terminal studs.
(6) Disengage the latches on the PDC mounts from
the tabs on the PDC bracket stanchions, and pull the
PDC housing upward to disengage the mounts from
the stanchions of the bracket.
flat-bladed tool, gently pry the latches on each side
Fig. 8 Power Distribution Center and one end of the PDC housing that secure the
1 - POWER DISTRIBUTION CENTER (PDC) housing lower cover to the PDC and remove the
2 - LATCHES
3 - COVER housing lower cover (Fig. 9).
(6) Remove the two nuts that secure the eyelet ter-
minal of the battery positive cable take out and the
engine wire harness generator output take out to the
PDC B(+) terminal studs.
(7) Remove the battery positive cable take out and
the engine wire harness generator output take out
eyelet terminal from the B(+) terminal studs.
(8) Disengage the latches on the PDC housing
mounts from the tabs on the PDC bracket stan-
chions, and pull the PDC housing upward to disen-
gage the mounts from the stanchions of the bracket.
(9) Remove the PDC and the dash wire harness
from the engine compartment as a unit.
DI SASSEM BLY
POWER DISTRIBUTION CENTER DISASSEMBLY
The Power Distribution Center (PDC) cover, the
PDC housing lower cover, the PDC relay wedges, the
PDC relay cassettes and the PDC B(+) terminal stud Fig. 9 PDC Housing Lower Cover Remove/Install -
module are available for service replacement. The Typical
PDC cover can be simply unlatched and removed 1 - THROUGH FORMATION
from the PDC housing without the PDC being 2 - LATCHES (5)
removed or disassembled. Service of the remaining 3 - PDC HOUSING LOWER COVER
4 - WIRE HARNESS
PDC components requires that the PDC be removed
from its mounting and disassembled. Refer to Wiring
Repair in the index of this service manual for the
location of the proper wiring repair procedures.
PDC B(+) TERMINAL MODULE REMOVAL
(1) Remove the PDC housing lower cover.
(2) From the top of the PDC housing, use a small
screwdriver or a terminal pick tool (Special Tool Kit
6680) to release the two latches that secure the B(+)
terminal module in the PDC (Fig. 10).
Fig. 11 PDC B(+) Terminal Module Remove/Install

1 - PDC HOUSING
2 - LATCHES
3 - B+ TERMINAL MODULE
4 - BUS BAR
Fig. 10 PDC B(+) Terminal Module Latches

1 - FROM SPECIAL TOOL KIT 6680
2 - PDC HOUSING
3 - LATCHES
4 - BUS BAR
5 - B+ TERMINAL STUDS
(3) Gently and evenly press the two B(+) terminal

studs down through the bus bar in the PDC.
(4) From the bottom of the PDC housing, remove
the B(+) terminal module from the PDC (Fig. 11).
PDC RELAY WEDGE REMOVAL

(1) Remove the PDC housing lower cover.
(2) Remove each of the relays from the PDC relay
wedge to be removed.
(3) From the bottom of the PDC housing, use a
small screwdriver or a terminal pick tool (Special
Tool Kit 6680) to release the two latches (yellow) that
secure the relay wedge to the PDC relay cassette.
(4) From the top of the PDC housing, remove the
relay wedge from the PDC relay cassette (Fig. 12).
PDC RELAY CASSETTE REMOVAL

(1) Remove the relay wedge from the PDC relay Fig. 12 PDC Relay Wedge Remove/Install - Typical
cassette to be removed. 1 - RELAY WEDGE
2 - PDC HOUSING
NOTE: It may be necessary to remove relay cas-
settes that are not being serviced from the PDC procedure is repeated as necessary to remove each
housing in order to obtain sufficient clearance to of the interfering relay wedges and relay cassettes
service the faulty relay cassette. The same service from the PDC housing.
(2) From the top of the PDC housing, use a small CAUTION: Do not remove the wiring and terminals
screwdriver or a terminal pick tool (Special Tool Kit from the terminal cavities of the faulty PDC relay
6680) to release the two latches that secure the relay cassette at this time. Refer to the Assembly proce-
cassette in the PDC (Fig. 13). dure that follows for the proper procedures for
transferring the wiring and terminals to the replace-
ment PDC relay cassette.
ASSEM BLY
POWER DISTRIBUTION CENTER ASSEMBLY
PDC HOUSING LOWER COVER INSTALLATION
(1) Align the PDC housing lower cover to the bot-
tom of the PDC.
(2) Press the PDC housing lower cover gently and
evenly onto the PDC until each of the latches that
secure the cover to the PDC is fully engaged.
(3) Engage the mounts on the PDC housing with
the stanchions of the PDC bracket and push the unit
downward until the mount latches fully engage the
mounting tabs on the PDC bracket.
(4) Install the eyelet terminal over the two PDC
Fig. 13 PDC Relay Cassette Latches - Typical B(+) terminal studs.
1 - LATCHES (5) Install and tighten the two nuts that secure
2 - FROM SPECIAL TOOL KIT 6680 the eyelet terminal to the B(+) terminal studs.
3 - PDC RELAY CASSETTES
Tighten the nuts to 11.3 Nm (100 in. lbs.).
(6) Install the B(+) terminal stud cover onto the
(3) Gently and evenly press the relay cassette
PDC.
down through the PDC housing.
(7) Install the cover onto the PDC.
(4) From the bottom of the PDC housing, remove
the relay cassette from the PDC (Fig. 14).
PDC B+ TERMINAL MODULE INSTALLATION
(1) From the bottom of the PDC housing, align and
insert the B(+) terminal module into the PDC.
insert the two studs of the PDC B(+) terminal mod-
ule through the bus bar in the PDC.
(3) From the bottom of the PDC housing, press the
B(+) terminal module gently and evenly into the PDC
until both of the latches are fully engaged.
(4) Install the PDC housing lower cover.
PDC RELAY WEDGE INSTALLATION

(1) From the top of the PDC housing, align and
insert the PDC relay wedge latch arms into the cor-
rect cavities in the relay cassette.
(2) Gently and evenly press the PDC relay wedge
down into the relay cassette until both of the latches
are fully engaged.
(3) Install each of the removed relays into the
proper cavities of the PDC relay wedge.
Fig. 14 PDC Relay Cassette Remove/Install - Typical
(4) Install the PDC housing lower cover.
1 - PDC HOUSING
2 - PDC RELAY CASSETTE
3 - LATCHES
PDC RELAY CASSETTE INSTALLATION
(1) Move the faulty PDC relay cassette with its
wiring away from the bottom of the PDC housing far
enough to allow the replacement relay cassette to be
installed into the PDC.
(2) Using the faulty relay cassette as a guide, be
certain that the replacement relay cassette is cor-
rectly oriented before installing it into the PDC hous-
ing.
insert the replacement relay cassette into the PDC.
Press the relay cassette up into the PDC until both
of the latches are fully engaged.
CAUTION: Proper care must be taken to be certain

that the wiring and terminals from the faulty PDC
relay cassette are installed in the correct terminal
cavities of the replacement relay cassette. To pre-
vent mistakes it is recommended that the wiring
and terminals be removed from the faulty relay cas- Fig. 15 PDC Relay Cassette Terminal Remove/Install
sette one cavity at a time, repaired or spliced as 1 - TERMINAL CAVITIES
necessary, then installed securely into the correct 2 - PDC RELAY CASSETTE
3 - TERMINAL LATCHES
cavity of the replacement relay cassette. If you are 4 - FROM SPECIAL TOOL KIT 6680
not absolutely certain into which cavity a terminal
should be installed, refer to Power Distribution in with the dash wire harness. If the PDC main housing
the index of this service manual for the location of unit, the fuse wedges or the bus bars are faulty or
complete PDC wiring diagrams. damaged, the entire PDC and dash wire harness unit
must be replaced.
(4) While pulling gently on the wire from the bottom
of the faulty PDC relay cassette, use a terminal pick NOTE: If the PDC is being replaced with a new unit, be
tool (Special Tool Kit 6680) from the top of the relay certain to transfer each of the fuses and relays that
cassette to release the latch that secures the terminal in have not been included with the replacement PDC
the relay cassette terminal cavity (Fig. 15). from the faulty PDC to the proper cavities of the
(5) From the bottom of the faulty PDC relay cas- replacement unit. Refer to Power Distribution in the
sette, remove the wire and terminal from the relay index of this service manual for the location of com-
cassette terminal cavity. plete PDC wiring diagrams and cavity assignments.
(6) Make all necessary repairs and splices to the
wire for the removed terminal. Refer to Wiring (1) Position the PDC and the dash wire harness
Repair in the index of this service manual for the unit in the engine compartment.
location of the proper wiring repair procedures. (2) Engage the mounts on the PDC housing with
(7) From the bottom of the PDC housing, align and the stanchions of the PDC bracket and push the unit
insert the removed wire and terminal into the correct downward until the mount latches engage the
terminal cavity of the replacement relay cassette. mounting tabs on the PDC bracket.
Push the wire and terminal up into the relay cassette (3) Install the eyelet terminal of the battery posi-
terminal cavity until it is fully engaged by the latch. tive cable take out and the engine wire harness gen-
(8) Repeat Step 4, Step 5, Step 6 and Step 7 one wire erator output take out onto the PDC B(+) terminal
and terminal at a time until each of the wires and ter- studs.
minals have been transferred from the faulty PDC relay (4) Install and tighten the two nuts that secure
cassette into the replacement relay cassette. the eyelet terminal of the battery positive cable take
(9) Install the PDC relay wedge into the replace- out and the engine wire harness generator output
ment PDC relay cassette. take out to the B(+) terminal studs. Tighten the nuts
to 11.3 Nm (100 in. lbs.).
INSTALLATION (5) Engage the tabs on the lower edge of the B(+)
The Power Distribution Center (PDC) main hous- terminal stud cover in the slots on the back of the
ing unit, the PDC fuse wedges and the PDC bus bars PDC housing, then engage the latch on the top of the
cannot be repaired and are only serviced as a unit cover with the latch receptacle on the PDC housing.
(6) Engage each of the retainers that secure the dash INSTALLATION
wire harness to the vehicle body and chassis compo- (1) Position the PDC bracket onto the right front
nents. Refer to Connector Locations in the index of inner fender.
this service manual for the location of more informa- (2) Install and tighten the three screws that secure
tion on the dash wire harness retainer locations. the PDC mounting bracket to the right front inner
(7) Install all of the fasteners that secure each of the fender. Tighten the screws to 3.9 Nm (35 in. lbs.).
dash wire harness ground eyelets to the vehicle body (3) Install the PDC onto the PDC bracket (Refer to
and chassis components. Refer to Connector Loca- 8 - ELECTRICAL/POWER DISTRIBUTION/POWER
tions in the index of this service manual for the loca- DISTRIBUTION CENTER - INSTALLATION).
tion of more information on the ground eyelet locations. (4) Reconnect the battery negative cable.
(8) Reconnect each of the dash wire harness con-
nectors. Refer to Connector Locations in the index
of this service manual for the location of more infor- POWER OU T LET
mation on the dash wire harness connector locations.
(9) Reconnect the battery negative cable. DESCRIPTION
An instrument panel power outlet is standard fac-
tory installed equipment on this model. The power
POWER DI ST RI BU T I ON outlet is installed in the instrument panel accessory
CEN T ER SU PPORT BRACK ET switch bezel, which is located near the bottom of the
center bezel area below the heater and air condition-
REMOVAL ing controls. The power outlet base is secured by a
(1) Disconnect and isolate the battery negative cable. snap fit within the instrument panel. A plastic pro-
(2) Remove the Power Distribution Center (PDC) tective cap snaps into the power outlet base when the
from the PDC bracket (Refer to 8 - ELECTRICAL/ power outlet is not being used, and hangs from the
POWER DISTRIBUTION/POWER DISTRIBUTION power outlet base mount by an integral bail strap
CENTER - REMOVAL). while the power outlet is in use.
(3) Remove the three screws that secure the PDC The power outlet receptacle unit and the accessory
bracket to the right front inner fender (Fig. 16). power outlet protective cap are available for service.
The power outlet receptacle cannot be repaired and,
if faulty or damaged, it must be replaced.
OPERATION
The power outlet base or receptacle shell is con-
nected to ground, and an insulated contact in the
bottom of the shell is connected to battery current.
The power outlet receives battery voltage from a fuse
in the Power Distribution Center at all times.
While the power outlet is very similar to a cigar
lighter base unit, it does not include the two small
spring-clip retainers inside the bottom of the recepta-
cle shell that are used to secure the cigar lighter
heating element to the insulated contact.
DIAGNOSIS AND TESTING - POWER OUTLET

For complete circuit diagrams, refer to Power
Outlet in Wiring Diagrams.
(1) Check the fused B(+) fuse in the Power Distri-
bution Center. If OK, go to Step 2. If not OK, repair
the shorted circuit or component as required and
Fig. 16 PDC Bracket replace the faulty fuse.
1 - SCREWS (3) (2) Check for battery voltage at the fused B(+) fuse
2 - RIGHT FRONT FENDER in the Power Distribution Center. If OK, go to Step 3.
3 - PDC BRACKET If not OK, repair the open fused B(+) circuit to the
battery as required.
(4) Remove the PDC bracket from the right front
(3) Remove the plastic protective cap from the
inner fender.
power outlet receptacle. Check for continuity between
POWER OU T LET (Cont inue d)
the inside circumference of the power outlet recepta-
cle and a good ground. There should be continuity. If
OK, go to Step 4. If not OK, go to Step 5.
(4) Check for battery voltage at the insulated con-
tact located at the back of the power outlet recepta-
cle. If not OK, go to Step 5.
cable. Remove the power outlet receptacle from the
instrument panel. Disconnect the wire harness con-
nector from the power outlet receptacle. Check for
continuity between the ground circuit cavity of the
power outlet wire harness connector and a good
ground. There should be continuity. If OK, go to Step
6. If not OK, repair the open ground circuit to ground
as required.
(6) Connect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
power outlet wire harness connector. If OK, replace
the faulty power outlet receptacle. If not OK, repair
the open fused B(+) circuit to the Power Distribution
Center fuse as required.
REMOVAL Fig. 17 Cigar Lighter and Power Outlet Remove/

Install
cable. 1 - KNOB AND ELEMENT
2 - RETAINING BOSSES-ENGAGE PLIERS HERE
(2) Pull the cigar lighter knob and element out of 3 - BASE
the cigar lighter receptacle base, or unsnap the pro- 4 - PARTIALLY REMOVED
tective cap from the power outlet receptacle base. 5 - EXTERNAL SNAP-RING PLIERS
6 - MOUNT
(3) Look inside the cigar lighter or power outlet 7 - BASE
receptacle base and note the position of the rectangu-
lar retaining bosses of the mount that secures the (3) Align the splines on the outside of the cigar
receptacle base to the instrument panel (Fig. 17). lighter or power outlet receptacle base connector
(4) Insert a pair of external snap ring pliers into receptacle with the grooves on the inside of the
the cigar lighter or power outlet receptacle base and mount.
engage the tips of the pliers with the retaining (4) Press firmly on the cigar lighter or power out-
bosses of the mount. let receptacle base until the retaining bosses of the
(5) Squeeze the pliers to disengage the mount mount are fully engaged in their receptacles.
retaining bosses from the receptacle base and, using (5) Install the cigar lighter knob and element into
a gentle rocking motion, pull the pliers and the the cigar lighter receptacle base, or the protective cap
receptacle base out of the mount. into the power outlet receptacle base.
(6) Pull the receptacle base away from the instru- (6) Reconnect the battery negative cable.
ment panel far enough to access the instrument
panel wire harness connector.
(7) Disconnect the instrument panel wire harness RELAY
connector from the cigar lighter or power outlet
receptacle base connector receptacle. DESCRIPTION
(8) Remove the cigar lighter or power outlet mount A relay is an electromechanical device that
from the instrument panel. switches fused battery current to a electrical compo-
nent when the ignition switch is turned to the Acces-
INSTALLATION sory or Run positions, or when controlled by a
(1) Reconnect the instrument panel wire harness electronic module. The relays are located in the junc-
connector to the cigar lighter or power outlet reception block or power distribution center (Fig. 18).
tacle base connector receptacle. The relay is a International Standards Organiza-
(2) Install the cigar lighter or power outlet mount tion (ISO) relay. Relays conforming to the ISO speci-
into the instrument panel. fications have common physical dimensions, current
capacities, terminal patterns, and terminal functions.
RELAY (Cont inue d)
DIAGNOSIS & TESTING - RELAY CIRCUIT TEST
(1) The relay common feed terminal cavity (30) of
the junction block or power distribution center is con-
nected to battery voltage and should be hot at all
times. Check for battery voltage at the fused B(+) cir-
cuit cavity in the junction block receptacle for the
relay. If OK, go to Step 2. If not OK, repair the fused
B(+) circuit to the Power Distribution Center (PDC)
fuse as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the de-energized position,
30 - COMMON FEED
85 - COIL GROUND but is not used for this application. Go to Step 3.
86 - COIL BATTERY (3) The relay normally open terminal (87) is con-
87 - NORMALLY OPEN nected to the common feed terminal (30) in the ener-
gized position. This terminal supplies battery voltage
Fig. 18 ISO Relay to the fused B(+) fuse in the junction block that feeds
the accessory when the relay is energized by the igni-
A relay cannot be repaired or adjusted and, if
tion switch. There should be continuity between the
junction block cavity for relay terminal 87 and the
fused B(+) fuse in the junction block at all times. If
OPERATION OK, go to Step 4. If not OK, repair the open fused
The ISO relay consists of an electromagnetic coil, a B(+) circuit to the junction block fuse as required.
resistor and three (two fixed and one movable) electrical (4) The coil ground terminal (85) is connected to
contacts. The movable (common feed) relay contact is the electromagnet in the relay. It receives battery
held against one of the fixed contacts (normally closed) feed to energize the relay when the ignition switch is
by spring pressure. When the electromagnetic coil is in the Accessory or Run positions. Turn the ignition
energized, it draws the movable contact away from the switch to the On position. Check for battery voltage
normally closed fixed contact, and holds it against the at the fused ignition switch output (acc/run) circuit
other (normally open) fixed contact. cavity for relay terminal 85 in the junction block
When the electromagnetic coil is de-energized, receptacle for the relay. If OK, go to Step 5. If not
spring pressure returns the movable contact to the OK, repair the open fused ignition switch output
normally closed position. The resistor is connected in (acc/run) circuit to the ignition switch as required.
parallel with the electromagnetic coil in the relay, (5) The coil battery terminal (86) is connected to
and helps to dissipate voltage spikes that are pro- the electromagnet in the relay. The junction block
duced when the coil is de-energized. cavity for this terminal should have continuity to
ground at all times. If not OK, repair the open
DIAGNOSIS AND TESTING - RELAY ground circuit to ground as required.
The relays are located in the junction block or
power distribution center. For complete circuit dia- REMOVAL
grams, refer to Wiring Diagrams. (1) Disconnect and isolate the negative battery
(1) Remove the relay from its mounting location. cable.
(2) A relay in the de-energized position should (2) Remove the relay by grasping it firmly and
have continuity between terminals 87A and 30, and pulling it straight out from its receptacle. A slight
no continuity between terminals 87 and 30. If OK, go back and fourth rocking motion may help the
to Step 3. If not OK, replace the faulty relay. removal process.
tromagnet) should be 60.7 - 80.3 ohms. If OK, go to INSTALLATION
Step 4. If not OK, replace the faulty relay.
(1) Position the relay to the proper receptacle.
(4) Connect a battery to terminals 85 and 86.
(2) Align the relay terminals with the terminal
cavities in the receptacle.
30 and 87, and no continuity between terminals 87A
(3) Push firmly and evenly on the top of the relay
and 30. If OK, perform the Relay Circuit Test that
until the terminals are fully seated in the terminal
follows. If not OK, replace the faulty relay.
cavities in the receptacle.
(4) Connect the negative battery cable.
TJ ENGINE 9-1
ENGINE
page page
ENGINE 2. 4L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ENGINE 4. 0L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
EN GI N E 2 .4 L
TABLE OF CONTENTS
page page
ENGINE 2.4L AIR CLEANER ELEMENT - 2.4L

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 3 REMOVAL - 2.4L . . . . . . . . . . . . . . . . . . . . . . . . 20
DIAGNOSIS AND TESTING INSTALLATION - 2.4L . . . . . . . . . . . . . . . . . . . . 20
DIAGNOSIS AND TESTING - CYLINDER AIR CLEANER HOUSING
COMBUSTION PRESSURE LEAKAGE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
DIAGNOSIS AND TESTING - CYLINDER CYLINDER HEAD
COMPRESSION PRESSURE TEST . . . . . . . . . 4 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 21
DIAGNOSIS AND TESTING - ENGINE OIL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
LEAK INSPECTION . . . . . . . . . . . . . . . . . . . . . 4 DIAGNOSIS AND TESTING - CYLINDER HEAD
DIAGNOSIS AND TESTING - ENGINE . . . . . . . 5 GASKET . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
DIAGNOSIS AND TESTING - ENGINE REMOVAL - CYLINDER HEAD . . . . . . . . . . . . . 22
MECHANICAL . . . . . . . . . . . . . . . . . . . . . . . . . 6 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
DIAGNOSIS AND TESTING - ENGINE INSPECTION ......................... . 22
DIAGNOSIS - PERFORMANCE . . . . . . . . . . . . 8 INSTALLATION - CYLINDER HEAD . . . . . . . . . . 23
STANDARD PROCEDURE CAMSHAFT OIL SEAL(S)
STANDARD PROCEDURE - REPAIR OF REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
DAMAGED OR WORN THREADS . . . . . . . . . 10 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24
STANDARD PROCEDURE - ENGINE CORE CAMSHAFT(S)
AND OIL GALLERY PLUGS . . . . . . . . . . . . . . 10 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 25
STANDARD PROCEDURE - ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
GASKET SURFACE PREPARATION . . . . . . . . 10 STANDARD PROCEDURE - CAMSHAFT
STANDARD PROCEDURE - MEASURING END-PLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
BEARING CLEARANCE USING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
PLASTIGAGE . . . . . . . . . . . . . . . . . . . . . . . . 10 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
STANDARD PROCEDURE - FORM-IN- INSPECTION ......................... . 26
PLACE GASKETS AND SEALERS . . . . . . . . . 11 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 27
STANDARD PROCEDURE - HYDROSTATIC CYLINDER HEAD COVER
LOCKED ENGINE . . . . . . . . . . . . . . . . . . . . . 12 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
REMOVAL - ENGINE ASSEMBLY . . . . . . . . . . . 12 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
INSTALLATION - ENGINE ASSEMBLY . . . . . . . . 13 INSPECTION ......................... . 27
SPECIFICATIONS - 2.4L ENGINE . . . . . . . . . 14 INTAKE/EXHAUST VALVES & SEATS
SPECIFICATIONS - TORQUE . . . . . . . . . . . . 17 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 29
SPECIAL TOOLS CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
2.4L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 18
9-2 ENGINE 2. 4L TJ
VALVE SPRINGS STRUCTURAL COLLAR

REMOVAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
REMOVAL - CYLINDER HEAD ON . . . . . . . . . 29 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 46
REMOVAL - CYLINDER HEAD OFF . . . . . . . . 29 ENGINE MOUNTING
INSPECTION ......................... . 29 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 46
INSTALLATION FRONT MOUNT
INSTALLATION - CYLINDER HEAD ON . . . . . 30 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
INSTALLATION - CYLINDER HEAD OFF . . . . 30 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 46
HYDRAULIC LIFTERS REAR MOUNT
DIAGNOSIS AND TESTING - LASH ADJUSTER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
(TAPPET) NOISE DIAGNOSIS . . . . . . . . . . . . 30 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 47
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 LUBRICATION
ROCKER ARMS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 DIAGNOSIS AND TESTING - ENGINE OIL
INSPECTION ......................... . 31 PRESSURE CHECKING . . . . . . . . . . . . . . . . . 49
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 31 OIL
ENGINE BLOCK STANDARD PROCEDURE
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 32 ENGINE OIL LEVEL CHECK . . . . . . . . . . . . . 49
STANDARD PROCEDURE STANDARD PROCEDURE - ENGINE OIL
STANDARD PROCEDURE - PISTON TO AND FILTER CHANGE . . . . . . . . . . . . . . . . . . 49
CYLINDER BORE FITTING . . . . . . . . . . . . . . 32 OIL FILTER
STANDARD PROCEDURE - CYLINDER DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 50
BORE HONING . . . . . . . . . . . . . . . . . . . . . . . 32 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 50
INSPECTION ......................... . 33 OIL PAN
CONNECTING ROD BEARINGS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
CONNECTING ROD - FITTING . . . . . . . . . . . 34 OIL PRESSURE SENSOR/SWITCH
CRANKSHAFT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 51
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 OIL PUMP
STANDARD PROCEDURE - CRANKSHAFT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
END PLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 52
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
INSPECTION ......................... . 36 INSPECTION ..................... . . . . . 52
CRANKSHAFT MAIN BEARINGS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 53
STANDARD PROCEDURE - MAIN BEARING - INTAKE MANIFOLD
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 54
CRANKSHAFT OIL SEAL - FRONT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 DIAGNOSIS AND TESTING - INTAKE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 40 MANIFOLD LEAKS . . . . . . . . . . . . . . . . . . . . . 54
CRANKSHAFT OIL SEAL - REAR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 INSPECTION ..................... . . . . . 54
PISTON & CONNECTING ROD EXHAUST MANIFOLD
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 43 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
PISTON RINGS INSPECTION ..................... . . . . . 56
PISTON RING - FITTING . . . . . . . . . . . . . . . . 44 TIMING BELT COVER(S)
VIBRATION DAMPER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 46
TJ ENGINE 2. 4L 9-3
TIMING BELT AND SPROCKET(S) OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

REMOVAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
REMOVAL - TIMING BELT . . . . . . . . . . . . . . . 57 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 63
REMOVAL - CRANKSHAFT SPROCKET . . . . 58 BALANCE SHAFT CARRIER
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 65
INSTALLATION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
INSTALLATION - CRANKSHAFT SPROCKET . 58 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
INSTALLATION - TIMING BELT . . . . . . . . . . . 59 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 65
TIMING BELT TENSIONER & PULLEY BALANCE SHAFT CHAIN
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
BALANCE SHAFTS AND CARRIER ASSEMBLY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 61
EN GI N E 2 .4 L DI AGN OSI S AN D T EST I N G
DESCRIPTION DIAGNOSIS AND TESTING - CYLINDER

The 2.4 Liter (148 cu. in.) in-line four cylinder COMBUSTION PRESSURE LEAKAGE TEST
engine is a double over head camshaft with hydraulic The combustion pressure leakage test provides an
lifters and four valve per cylinder design. The engine accurate means for determining engine condition.
is free-wheeling; meaning it has provisions for piston- Combustion pressure leakage testing will detect:
to-valve clearance. However valve-to-valve interfer- Exhaust and intake valve leaks (improper seat-
ence can occur, if camshafts are rotated ing).
independently. Leaks between adjacent cylinders or into water
The cylinders are numbered from front of the jacket.
engine to the rear. The firing order is 1342. Any causes for combustion/compression pressure
The engine identification number is located on the loss.
rear of the cylinder block (Fig. 1).
WARNING: DO NOT REMOVE THE PRESSURE CAP
WITH THE SYSTEM HOT AND UNDER PRESSURE
BECAUSE SERIOUS BURNS FROM COOLANT CAN
OCCUR.
Check the coolant level and fill as required. DO

NOT install the pressure cap.
Start and operate the engine until it attains nor-
mal operating temperature, then turn the engine
OFF.
Clean spark plug recesses with compressed air.
Remove the spark plugs.
Remove the oil filler cap.
Remove the air cleaner.
Calibrate the tester according to the manufactur-
ers instructions. The shop air source for testing
should maintain 483 kPa (70 psi) minimum, 1,379
kPa (200 psi) maximum, with 552 kPa (80 psi) rec-
ommended.
Perform the test procedures on each cylinder
according to the tester manufacturers instructions.
While testing, listen for pressurized air escaping
through the throttle body, tailpipe and oil filler cap
Fig. 1 ENGINE IDENTIFICATION opening. Check for bubbles in the coolant.
1 - ENGINE IDENTIFICATION All gauge pressure indications should be equal,
with no more than 25% leakage per cylinder.
FOR EXAMPLE: At 552 kPa (80 psi) input pres-
sure, a minimum of 414 kPa (60 psi) should be main-
tained in the cylinder.
9-4 ENGINE 2. 4L TJ
EN GI N E 2 .4 L (Cont inue d)
DIAGNOSIS AND TESTING - CYLINDER (2) Add an oil soluble dye (use as recommended by
manufacturer). Start the engine and let idle for
COMPRESSION PRESSURE TEST
approximately 15 minutes. Check the oil dipstick to
The results of a cylinder compression pressure test
make sure the dye is thoroughly mixed as indicated
can be utilized to diagnose several engine malfunc-
with a bright yellow color under a black light.
tions.
(3) Using a black light, inspect the entire engine
Ensure the battery is completely charged and the
for fluorescent dye, particularly at the suspected area
engine starter motor is in good operating condition.
of oil leak. If the oil leak is found and identified,
Otherwise the indicated compression pressures may
repair as necessary.
not be valid for diagnosis purposes.
(4) If dye is not observed, drive the vehicle at var-
(1) Check engine oil level and add oil if necessary.
ious speeds for approximately 24 km (15 miles), and
(2) Drive the vehicle until engine reaches normal
repeat inspection.
operating temperature. Select a route free from traf-
(5) If the oil leak source is not positively
fic and other forms of congestion, observe all traffic
identified at this time, proceed with the air leak
laws, and accelerate through the gears several times
detection test method as follows:
briskly.
Disconnect the fresh air hose (make-up air) at
(3) Remove all spark plugs from engine. As spark
the cylinder head cover and plug or cap the nipple on
plugs are being removed, check electrodes for abnor-
the cover.
mal firing indicators fouled, hot, oily, etc. Record cyl-
Remove the PCV valve hose from the cylinder
inder number of spark plug for future reference.
head cover. Cap or plug the PCV valve nipple on the
(4) Remove the Auto Shutdown (ASD) relay from
cover.
the PDC.
Attach an air hose with pressure gauge and reg-
(5) Be sure throttle blade is fully open during the
ulator to the dipstick tube.
compression check.
(6) Insert compression gage adaptor Special Tool CAUTION: Do not subject the engine assembly to
8116 or the equivalent, into the #1 spark plug hole in more than 20.6 kpa (3 PSI) of test pressure.
cylinder head. Connect the 0500 psi (Blue) pressure
transducer with cable adaptors to the DRBIIIt. Gradually apply air pressure from 1 psi to 2.5
(7) Crank engine until maximum pressure is psi maximum while applying soapy water at the sus-
reached on gage. Record this pressure as #1 cylinder pected source. Adjust the regulator to the suitable
pressure. test pressure that provides the best bubbles which
(8) Repeat the previous step for all remaining cyl- will pinpoint the leak source. If the oil leak is
inders. detected and identified, repair per service manual
(9) Compression should not be less than 689 kPa procedures.
(100 psi) and not vary more than 25 percent from cyl- If the leakage occurs at the crankshaft rear oil
inder to cylinder. seal area, refer to the section, Inspection for Rear
(10) If one or more cylinders have abnormally low Seal Area Leak.
compression pressures, repeat the compression test. (6) If no leaks are detected, turn off the air supply.
(11) If the same cylinder or cylinders repeat an Remove the air hose, all plugs, and caps. Install the
abnormally low reading on the second compression PCV valve and fresh air hose (make-up air). Proceed
test, it could indicate the existence of a problem in to next step.
the cylinder in question. The recommended com- (7) Clean the oil off the suspect oil leak area using
pression pressures are to be used only as a a suitable solvent. Drive the vehicle at various
guide to diagnosing engine problems. An engine speeds approximately 24 km (15 miles). Inspect the
should not be disassembled to determine the engine for signs of an oil leak by using a black light.
cause of low compression unless some malfunc-
tion is present. NOTE: If oil leakage is observed at the dipstick tube
to block location; remove the tube, clean and reseal
DIAGNOSIS AND TESTING - ENGINE OIL LEAK using MoparT Stud & Bearing Mount (press fit tube
INSPECTION applications only), and for O-ring style tubes,
Begin with a thorough visual inspection of the remove tube and replace the O-ring seal.
engine, particularly at the area of the suspected leak.
If an oil leak source is not readily identifiable, the
INSPECTION FOR REAR SEAL AREA LEAKS
following steps should be followed:
Since it is sometimes difficult to determine the
(1) Do not clean or degrease the engine at this
source of an oil leak in the rear seal area of the
time because some solvents may cause rubber to
engine, a more involved inspection is necessary. The
swell, temporarily stopping the leak.
TJ ENGINE 2. 4L 9-5
following steps should be followed to help pinpoint (6) For bubbles that remain steady with shaft
the source of the leak. rotation, no further inspection can be done until dis-
If the leakage occurs at the crankshaft rear oil seal assembled.
area: (7) After the oil leak root cause and appropriate
(1) Disconnect the battery. corrective action have been identified, replace compo-
(2) Raise the vehicle. nent(s) as necessary.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil. DIAGNOSIS AND TESTING - ENGINE
Use a black light to check for the oil leak. If a leak is Engine diagnosis is helpful in determining the
present in this area, remove transmission for further causes of malfunctions not detected and remedied by
inspection. routine maintenance.
(a) Circular spray pattern generally indicates These malfunctions may be classified as either
seal leakage or crankshaft damage. mechanical (e.g., a strange noise), or performance
(b) Where leakage tends to run straight down, (e.g., engine idles rough and stalls).
possible causes are a porous block, oil gallery cup Refer to the Engine Mechanical and the Engine
plug, bedplate to cylinder block mating surfaces Performance diagnostic charts, for possible causes
and seal bore. See proper repair procedures for and corrections of malfunctions (Refer to 9 - ENGINE
these items. - DIAGNOSIS AND TESTING - MECHANICAL)
(4) If no leaks are detected, pressurize the crank- (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING
case as previously described. - PERFORMANCE).
For fuel system diagnosis, (Refer to 14 - FUEL
CAUTION: Do not exceed 20.6 kPa (3 psi). SYSTEM/FUEL DELIVERY - DIAGNOSIS AND
TESTING).
(5) If the leak is not detected, very slowly turn the
Additional tests and diagnostic procedures may be
crankshaft and watch for leakage. If a leak is
necessary for specific engine malfunctions that can-
detected between the crankshaft and seal while
not be isolated with the Service Diagnosis charts.
slowly turning the crankshaft, it is possible the
Information concerning additional tests and diagno-
crankshaft seal surface is damaged. The seal area on
sis is provided within the following:
the crankshaft could have minor nicks or scratches
Cylinder Compression Pressure Test
that can be polished out with emery cloth.
Cylinder Combustion Pressure Leakage Test
CAUTION: Use extreme caution when crankshaft Engine Cylinder Head Gasket Failure Diagnosis
polishing is necessary to remove minor nicks and Intake Manifold Leakage Diagnosis
scratches. The crankshaft seal flange is especially Lash Adjuster (Tappet) Noise Diagnosis
machined to complement the function of the rear oil Engine Oil Leak Inspection
seal.
9-6 ENGINE 2. 4L TJ
DIAGNOSIS AND TESTING - ENGINE MECHANICAL
NOISY VALVES 1. High or low oil level in 1. Check and correct engine oil
crankcase. level.
2. Thin or diluted oil. 2. Change oil to correct viscosity.

3. Thick oil 3. (a) Change engine oil and filter.
(b) Run engine to operating
temperature.
(c) Change engine oil and filter
again.
4. Low oil pressure. 4. Check and correct engine oil
level.
5. Dirt in tappets/lash adjusters. 5. Replace rocker arm/hydraulic
lash adjuster assembly.
6. Worn rocker arms. 6. Inspect oil supply to rocker arms.
7. Worn tappets/lash adjusters. 7. Install new rocker arm/hydraulic
8. Worn valve guides. 8. Replace cylinder head assembly.
9. Excessive runout of valve seats 9. Grind valve seats and valves.
on valve faces.
10. Missing adjuster pivot. 10. Replace rocker arm/hydraulic
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Check engine oil level.
2. Low oil pressure. 2. Check engine oil level. Inspect oil

pump relief valve and spring.
temperature.
again.
5. Excessive bearing clearance. 5. Measure bearings for correct
clearance. Repair as necessary.
6. Connecting rod journal 6. Replace crankshaft or grind
out-of-round. surface.
7. Misaligned connecting rods. 7. Replace bent connecting rods.
TJ ENGINE 2. 4L 9-7
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Check engine oil level.
2. Low oil pressure. 2. Check engine oil level. Inspect oil

pump relief valve and spring.
temperature.
again.
clearance. Repair as necessary.
6. Excessive end play. 6. Check thrust bearing for wear on
flanges.
7. Crankshaft journal out-of-round 7. Replace crankshaft or grind
or worn. journals.
8. Loose flywheel or torque 8. Tighten to correct torque.
converter.
OIL PRESSURE DROP 1. Low oil level. 1. Check engine oil level.
2. Faulty oil pressure sending unit. 2. Install new sending unit.

3. Low oil pressure. 3. Check sending unit and main
bearing oil clearance.
4. Clogged oil filter. 4. Install new oil filter.
5. Worn parts in oil pump. 5. Replace worn parts or pump.
7. Oil pump relief valve stuck. 7. Replace oil pump.
8. Oil pump suction tube loose. 8. Remove oil pan and install new
tube or clean, if necessary.
9. Oil pump cover warped or 9. Install new oil pump.
cracked.
clearance.
OIL AKS 1. Misaligned or deteriorated 1. Replace gasket(s).

gaskets.
2. Loose fastener, broken or porous 2. Tighten, repair or replace the

metal part. part.
3. Misaligned or deteriorated cup or 3. Replace as necessary.
threaded plug.
9-8 ENGINE 2. 4L TJ
OIL CONSUMPTION OR SPARK 1. PCV system malfunction. 1. Check system and repair as
PLUGS FOULED necessary. (Refer to 25 -
EMISSIONS CONTROL/
EVAPORATIVE EMISSIONS/PCV
VALVE - DIAGNOSIS AND
TESTING)
2. Worn, scuffed or broken rings. 2. Hone cylinder bores. Install new
rings.
3. Carbon in oil ring slots. 3. Install new rings.
4. Rings fitted too tightly in grooves. 4. Remove rings and check
grooves. If groove is not proper
width, replace piston.
5. Worn valve guide(s). 5. Replace cylinder head assembly.
6. Valve stem seal(s) worn or 6. Replace seal(s).
damaged.
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE
ENGINE WILL NOT START 1. Weak battery. 1. Test battery. Charge or replace
as necessary. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM -
2. Corroded or loose battery 2. Clean and tighten battery
connections. connections. Apply a coat of light
mineral grease to terminals.
3. Faulty starter. 3. Test starting system. (Refer to 8 -
ELECTRICAL/STARTING -
4. Faulty coil(s) or control unit. 4. Test and replace as needed.
(Refer to Appropriate Diagnostic
Information)
5. Incorrect spark plug gap. 5. Set gap. (Refer to 8 -
ELECTRICAL/IGNITION CONTROL
- SPECIFICATIONS)
6. Contamination in fuel system. 6. Clean system and replace fuel
filter.
7. Faulty fuel pump. 7. Test fuel pump and replace as
needed. (Refer to Appropriate
Diagnostic Information)
8. Incorrect engine timing. 8. Check for a skipped timing
belt/chain.
TJ ENGINE 2. 4L 9-9
ENGINE STALLS OR IDLES 1. Idle speed too low. 1. Test minimum air flow. (Refer to
ROUGH Appropriate Diagnostic Information)
2. Incorrect fuel mixture. 2. (Refer to Appropriate Diagnostic

Information)
3. Intake manifold leakage. 3. Inspect intake manifold, manifold
gasket, and vacuum hoses.
4. Faulty ignition coil(s). 4. Test and replace as necessary.
Information)
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped plugs. 1. Clean plugs and set gap.

filter.
3. Faulty fuel pump. 3. Test and replace as necessary.
Information)
4. Incorrect valve timing. 4. Correct valve timing.
5. Leaking cylinder head gasket. 5. Replace cylinder head gasket.
6. Low compression. 6. Test compression of each
cylinder.
7. Burned, warped, or pitted valves. 7. Replace valves.
8. Plugged or restricted exhaust 8. Perform exhaust restriction test.
system. (Refer to 11 - EXHAUST SYSTEM -
DIAGNOSIS AND TESTING) Install
new parts, as necessary.
Information)
ENGINE MISSES ON 1. Dirty or incorrectly gapped spark 1. Clean spark plugs and set gap.
ACCELERATION plugs.
2. Contamination in Fuel System. 2. Clean fuel system and replace

fuel filter.
3. Burned, warped, or pitted valves. 3. Replace valves.
Information)
ENGINE MISSES AT HIGH SPEED 1. Dirty or incorrect spark plug gap. 1. Clean spark plugs and set gap.
Information)
3. Dirty fuel injector(s). Test and replace as necessary.
Information)
filter.
9 - 10 ENGINE 2. 4L TJ
STAN DARD PROCEDU RE plug, drive plug into hole so that the sharp edge of
the plug is at least 0.5 mm (0.020 in.) inside the
STANDARD PROCEDURE - REPAIR OF lead-in chamfer.
It is not necessary to wait for curing of the sealant.
DAMAGED OR WORN THREADS The cooling system can be refilled and the vehicle
Damaged or worn threads (excluding spark plug
placed in service immediately.
and camshaft bearing cap attaching threads) can be
repaired. Essentially, this repair consists of drilling
STANDARD PROCEDURE - ENGINE GASKET
out worn or damaged threads, tapping the hole with
a special Heli-Coil Tap, (or equivalent) and installing SURFACE PREPARATION
an insert into the tapped hole. This brings the hole To ensure engine gasket sealing, proper surface
back to its original thread size. preparation must be performed, especially with the
use of aluminum engine components and multi-layer
CAUTION: Be sure that the tapped holes maintain steel cylinder head gaskets.
the original center line. Never use the following to clean gasket surfaces:
Metal scraper
Heli-Coil tools and inserts are readily available Abrasive pad or paper to clean cylinder block
from automotive parts jobbers. and head
High speed power tool with an abrasive pad or a
STANDARD PROCEDURE - ENGINE CORE AND wire brush (Fig. 3)
OIL GALLERY PLUGS
NOTE: Multi-Layer Steel (MLS) head gaskets require
Using a blunt tool such as a drift and a hammer,
a scratch free sealing surface.
strike the bottom edge of the cup plug. With the cup
plug rotated, grasp firmly with pliers or other suit- Only use the following for cleaning gasket surfaces:
able tool and remove plug (Fig. 2). Solvent or a commercially available gasket
remover
Plastic or wood scraper (Fig. 3)
Drill motor with 3M Roloc Bristle Disc (white
or yellow) (Fig. 3)
CAUTION: Excessive pressure or high RPM (beyond

the recommended speed), can damage the sealing
surfaces. The mild (white, 120 grit) bristle disc is
recommended. If necessary, the medium (yellow, 80
grit) bristle disc may be used on cast iron surfaces
with care.
STANDARD PROCEDURE - MEASURING

BEARING CLEARANCE USING PLASTIGAGE
Engine crankshaft bearing clearances can be deter-
mined by use of Plastigage or equivalent. The follow-
Fig. 2 Core Hole Plug Removal ing is the recommended procedure for the use of
1 - CYLINDER BLOCK Plastigage:
2 - REMOVE PLUG WITH PLIERS
3 - STRIKE HERE WITH HAMMER (1) Remove oil film from surface to be checked.
4 - DRIFT PUNCH Plastigage is soluble in oil.
5 - CUP PLUG (2) Place a piece of Plastigage across the entire
width of the bearing shell in the cap approximately
CAUTION: Do not drive cup plug into the casting as
6.35 mm (1/4 in.) off center and away from the oil
restricted cooling can result and cause serious
holes (Fig. 4). (In addition, suspected areas can be
engine problems.
checked by placing the Plastigage in the suspected
Thoroughly clean inside of cup plug hole in cylin- area). Torque the bearing cap bolts of the bearing
der block or head. Be sure to remove old sealer. being checked to the proper specifications.
Lightly coat inside of cup plug hole with Mopart (3) Remove the bearing cap and compare the
Stud and Bearing Mount. Make certain the new plug width of the flattened Plastigage with the metric
is cleaned of all oil or grease. Using proper drive scale provided on the package. Locate the band clos-
TJ ENGINE 2. 4L 9 - 11
(4) Install the proper crankshaft bearings to
achieve the specified bearing clearances. (Refer to 9 -
ENGINE/ENGINE BLOCK/CRANKSHAFT MAIN
BEARINGS - STANDARD PROCEDURE) (Refer to 9
- ENGINE/ENGINE BLOCK/CONNECTING ROD
BEARINGS - STANDARD PROCEDURE)
STANDARD PROCEDURE - FORM-IN-PLACE

GASKETS AND SEALERS
There are numerous places where form-in-place
gaskets are used on the engine. Care must be taken
when applying form-in-place gaskets to assure
obtaining the desired results. Do not use form-in-
place gasket material unless specified. Bead size,
continuity, and location are of great importance. Too
thin a bead can result in leakage while too much can
result in spill-over which can break off and obstruct
fluid feed lines. A continuous bead of the proper
Fig. 3 Proper Tool Usage For Surface Preparation width is essential to obtain a leak-free gasket.
1 - ABRASIVE PAD
There are numerous types of form-in-place gasket
2 - 3M ROLOC BRISTLE DISC materials that are used in the engine area. Mopart
3 - PLASTIC/WOOD SCRAPER Engine RTV GEN II, Mopart ATF-RTV, and Mopart
Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARt ENGINE RTV GEN II is used to seal
components exposed to engine oil. This material is a
specially designed black silicone rubber RTV that
retains adhesion and sealing properties when
exposed to engine oil. Moisture in the air causes the
material to cure. This material is available in three
ounce tubes and has a shelf life of one year. After one
year this material will not properly cure. Always
inspect the package for the expiration date before
use.
MOPARt ATF RTV is a specifically designed
black silicone rubber RTV that retains adhesion and
sealing properties to seal components exposed to
automatic transmission fluid, engine coolants, and
moisture. This material is available in three ounce
Fig. 4 Plastigage Placed in Lower Shell - Typical
tubes and has a shelf life of one year. After one year
1 - PLASTIGAGE
this material will not properly cure. Always inspect
the package for the expiration date before use.
est to the same width. This band shows the amount
MOPARt GASKET MAKER is an anaerobic type
of clearance in thousandths of a millimeter. Differ-
gasket material. The material cures in the absence of
ences in readings between the ends indicate the
air when squeezed between two metallic surfaces. It
amount of taper present. Record all readings taken.
will not cure if left in the uncovered tube. The
Compare clearance measurements to specs found in
anaerobic material is for use between two machined
engine specifications (Refer to 9 - ENGINE - SPECI-
surfaces. Do not use on flexible metal flanges.
FICATIONS). Plastigage generally is accompa-
MOPARt BED PLATE SEALANT is a unique
nied by two scales. One scale is in inches, the
(green-in-color) anaerobic type gasket material that
other is a metric scale.
is specially made to seal the area between the bed-
NOTE: Plastigage is available in a variety of clear- plate and cylinder block without disturbing the bear-
ance ranges. Use the most appropriate range for ing clearance or alignment of these components. The
the specifications you are checking. material cures slowly in the absence of air when
torqued between two metallic surfaces, and will rap-
idly cure when heat is applied.
MOPARt GASKET SEALANT is a slow drying, (4) With all spark plugs removed, rotate engine
permanently soft sealer. This material is recom- crankshaft using a breaker bar and socket.
mended for sealing threaded fittings and gaskets (5) Identify the fluid in the cylinder(s) (i.e., cool-
against leakage of oil and coolant. Can be used on ant, fuel, oil or other).
threaded and machined parts under all tempera- (6) Make sure all fluid has been removed from the
tures. This material is used on engines with multi- cylinders. Inspect engine for damage (i.e., connecting
layer steel (MLS) cylinder head gaskets. This rods, pistons, valves, etc.)
material also will prevent corrosion. Mopart Gasket (7) Repair engine or components as necessary to
Sealant is available in a 13 oz. aerosol can or 4oz./16 prevent this problem from re-occurring.
oz. can w/applicator.
CAUTION: Squirt approximately one teaspoon of oil
SEALER APPLICATION into the cylinders, rotate engine to lubricate the cyl-
Mopart Gasket Maker material should be applied inder walls to prevent damage on restart.
sparingly 1 mm (0.040 in.) diameter or less of sealant
(8) Install new spark plugs.
to one gasket surface. Be certain the material sur-
(9) Drain engine oil and remove oil filter.
rounds each mounting hole. Excess material can eas-
(10) Install a new oil filter.
ily be wiped off. Components should be torqued in
(11) Fill engine with specified amount of approved
place within 15 minutes. The use of a locating dowel
oil.
is recommended during assembly to prevent smear-
ing material off the location.
(13) Start engine and check for any leaks.
Mopart Engine RTV GEN II or ATF RTV gasket
material should be applied in a continuous bead
approximately 3 mm (0.120 in.) in diameter. All
REMOVAL - ENGINE ASSEMBLY
(1) Disconnect the battery negative cable.
mounting holes must be circled. For corner sealing, a
(2) Remove hood. Mark hood hinge location for
3.17 or 6.35 mm (1/8 or 1/4 in.) drop is placed in the
reinstallation.
center of the gasket contact area. Uncured sealant
(3) Remove air cleaner assembly.
may be removed with a shop towel. Components
(4) Remove radiator core support bracket.
should be torqued in place while the sealant is still
(5) Remove fan shroud with electric fan assembly.
wet to the touch (within 10 minutes). The usage of a
(6) Remove drive belt.
locating dowel is recommended during assembly to
prevent smearing material off the location. NOTE: It is NOT necessary to discharge the A/C
Mopart Gasket Sealant in an aerosol can should be system to remove the engine.
applied using a thin, even coat sprayed completely
over both surfaces to be joined, and both sides of a (7) Remove A/C compressor and secure away from
gasket. Then proceed with assembly. Material in a engine with lines attached.
can w/applicator can be brushed on evenly over the (8) Remove generator and secure away from engine.
sealing surfaces. Material in an aerosol can should be
used on engines with multi-layer steel gaskets. NOTE: Do NOT remove the phenolic pulley from the
P/S pump. It is not required for P/S pump removal.
STANDARD PROCEDURE - HYDROSTATIC
(9) Remove power steering pump with lines
LOCKED ENGINE attached and secure away from engine.
When an engine is suspected to be hydrostatically (10) Drain cooling system.
locked, regardless of what caused the problem, the (11) Remove coolant bottle.
following steps should be used. (12) Disconnect the heater hoses from the engine.
(13) Disconnect heater hoses from heater core and
CAUTION: DO NOT use starter motor to rotate the
remove hose assembly.
engine, severe damage may occur.
(14) Disconnect throttle and speed control cables.
(1) Inspect air cleaner, induction system and (15) Remove upper radiator hose from engine.
intake manifold to insure system is dry and clear of (16) Remove lower radiator hose from engine.
foreign material. (17) Disconnect the engine to body ground straps
(2) Remove negative battery cable. at the left side of cowl.
(3) Place a shop towel around the spark plugs (18) Disconnect the engine wiring harness at the
when removing them from the engine. This will catch following points:
any fluid that may possibly be in the cylinder under Intake air temperature (IAT) sensor
pressure. Fuel Injectors
Throttle Position (TPS) Switch
Idle Air Control (IAC) Motor (4) Install the transmission bellhousing to engine
Engine Oil Pressure Switch mounting bolts. Tighten the bolts to 41 Nm (30 ft.
Engine Coolant Temperature (ECT) Sensor lbs.).
Manifold Absolute Pressure MAP) Sensor (5) Tighten the engine mount thru bolts.
Camshaft Position (CMP) Sensor (6) Install the torque convertor bolts.
Coil Over Plugs (7) Connect the ground straps on the left and right
Crankshaft Position Sensor side of the engine.
(19) Remove coil over plugs. (8) Install the starter.
(20) Release fuel rail pressure. (9) Connect the crankshaft position sensor.
(21) Remove fuel rail and secure away from engine. (10) Install the engine block heater power cable, if
(22) Remove the PCV hose. equipped.
(23) Remove the breather hoses.
(24) Remove the vacuum hose for the power brake CAUTION: The structural cover requires a specific
booster. torque sequence. Failure to follow this sequence
(25) Disconnect knock sensors. may cause severe damage to the cover.
(26) Secure the left and right engine wiring har-
nesses away from engine. (11) Install the structural cover.
(27) Raise vehicle. (12) Install the exhaust pipe.
(28) Disconnect oxygen sensor wiring. (13) Connect the oxygen sensors.
(29) Disconnect crankshaft position sensor. (14) Lower vehicle.
(30) Disconnect the engine block heater power (15) Connect the knock sensors.
cable, if equipped. (16) Connect the engine to body ground straps.
(31) Disconnect the front propshaft at the front (17) Install the power brake booster vacuum hose.
differential and secure out of way. (18) Install the breather hoses.
(32) Remove the starter. (19) Install the PCV hose.
(33) Remove the ground straps from the engine (20) Install the fuel rail.
(34) Disconnect the exhaust pipes at the manifold. (21) Install the coil over plugs.
(35) Remove the structural cover, if equipped. (22) Reconnect the engine wiring harness at the
(36) Remove torque convertor bolts, and mark following points:
location for reassembly. Intake air temperature (IAT) sensor
(37) Remove transmission bellhousing to engine Fuel Injectors
bolts. Throttle Position (TPS) Switch
(38) Loosen left and right engine mount thru bolts. Idle Air Control (IAC) Motor
Engine Oil Pressure Switch
NOTE: It is not necessary to completely remove Engine Coolant Temperature (ECT) Sensor
engine mount thru bolts, for engine removal. Manifold Absolute Pressure MAP) Sensor
Camshaft Position (CMP) Sensor
(39) Lower the vehicle. Coil Over Plugs
(40) Support the transmission with a suitable jack. Crankshaft Position Sensor
(41) Connect a suitable engine hoist to the engine. (23) Connect lower radiator hose.
(24) Connect upper radiator hose.
CAUTION: The 2.4L engine with manual transmis- (25) Connect throttle and speed control cables.
sions, can be removed without removing the man- (26) Install the heater hose assembly.
ual transmission. Use caution when attempting this (27) Install coolant recovery bottle.
procedure as the clearance is tight. (28) Install the power steering pump.
(29) Install the generator.
(42) Remove engine from vehicle. (30) Install the A/C compressor.
(31) Install the drive belt.
INSTALLATION - ENGINE ASSEMBLY (32) Install the fan shroud with the electric fan
(1) Position the engine in the vehicle. assembly.
(33) Install the radiator core support bracket.
CAUTION: Use caution when installing 2.4L engine
(34) Install the air cleaner assembly.
into vehicle equipped with manual transmission, as
(35) Refill the engine cooling system.
clearance is tight.
(36) Install the hood.
(2) Install both left and right side engine mounts (37) Check and fill engine oil.
into the frame mounts. (38) Connect the battery negative cable.
(3) Raise the vehicle. (39) Start the engine and check for leaks.
SPECI FI CAT I ON S Piston Ring 4.575 - 4.719 (0.180 - 0.185

Groove Depth mm in.)
SPECIFICATIONS - 2. 4L ENGINE No. 2
GEN ERAL SPECI FI CAT I ON S Piston Ring 4.097 - 4.236 0.161 - 0.166 in.
Groove Depth mm
No. 3
Type In-Line OHV, DOHC
Number of PI ST ON PI N S
4
Cylinders
Firing Order 1-3-4-2 DESCRIPTION SPECIFICATION
Compression 9.5:1 Metric Standard
Ratio Clearance in 0.005 - 0.018 0.0002 - 0.0008
Max. Variation Piston mm in.
Between 25% Clearance in Interference
Cylinders Connecting Rod
Metric Standard Diameter 21.998 - 22.003 0.8660 - 0.8662
Displacement 2.4 Liters 148 cu. in. mm in.
Bore 87.5 mm 3.445 in. End Play None
Stroke 101.0 mm 3.976 in. Length 72.75 - 73.25 2.864 - 2.883 in.
Compression mm
1172-1551 kPa 170-225 psi
Pressure
PI ST ON RI N GS
CY LI N DER BLOCK
DESCRIPTION SPECIFICATIONS
Metric Standard
Metric Standard
Ring Gap
Cylinder Bore 87.4924 - 3.4446 - 3.4452
Diameter 87.5076 mm in. Top Compression 0.25 - 0.51 0.0098 - 0.020
Ring mm in.
Out-of-Round 0.051 mm 0.002 in.
(Max.) Wear Limit 0.8 mm 0.031 in.
Taper (Max.) 0.051 mm 0.002 in. 2nd Compression 0.23 - 0.48 0.009 - 0.018
Ring mm in.
PI ST ON S Wear Limit 0.8 mm 0.031 in.
Oil Control Steel 0.25 - 0.64 0.0098 - 0.025
DESCRIPTION SPECIFICATION Rails mm in.
Metric Standard
Wear Limit 1.00 mm 0.039 in.
Piston Diameter 87.463 - 87.481 3.4434 -3.4441
Compression 0.030 - 0.080 0.0011 - 0.0031
mm in.
Rings mm in.
Clearance @ 14 0.024 - 0.057 0.0009 - 0.0022
mm (0.551 in.) mm in.
from bottom of Ring Side 0.012 - 0.178 0.0004 -
skirt Clearance - Oil mm 0.0070 in.
Ring Pack
Weight 331 - 339 11.67- 11.95 oz.
grams Ring Width - 1.47 - 1.50 0.057 - 0.059
Compression mm in.
Land Clearance 0.614 - 0.664 0.024 - 0.026 in.
Rings
(Diametrical) mm
Ring Width - Oil 2.72 - 2.88 0.107 - 0.1133
Piston Length 66.25 mm 2.608 in.
Ring Pack mm in.
Piston Ring 4.640 - 4.784 0.182 - 0.188 in.
Groove Depth mm
No. 1
CON N ECT I N G ROD CY LI N DER H EAD CAM SH AFT BEARI N G BORE
DI AM ET ER
Metric Standard DSECRIPTION SPECIFICATION
Bearing 0.025 - 0.071 0.0009 - 0.0027 Metric Standard
Clearance mm in. Journals No.1 - 26.020 - 26.041 1.024 - 1.025 in.
Wear Limit 0.075 mm 0.003 in. 6 mm
Bore Diameter - 20.96 - 20.98 0.8252 - 0.8260
CAM SH AFT
Piston Pin mm in.
Bore Diameter - 53.007 - 52.993 2.0868 - 2.0863
Crankshaft End mm in.
Metric Standard
Side Clearance 0.13 - 0.38 mm 0.005 - 0.015 in.
Journal 25.951 - 25.970 1.021 - 1.022 in.
Diameter No. 1 mm
Weight - Total 565.8 grams 19.96 oz. -6
(Less Bearing)
Bearing 0.069 - 0.071 0.0027 - 0.003
Clearance - mm in.
CRAN K SH AFT Diametrical
End Play 0.05 - 0.17 mm 0.0019 - 0.0066
DESCRIPTION SPECIFICATION in.
Metric Standard Lift (Zero Lash)
Connecting Rod 49.984 - 50.000 1.968 - 1.9685 Intake 8.25 mm 0.324 in.
Journal mm in.
Diameter Exhaust 6.60 mm 0.259 in.
Main Bearing 59.992 - 60.008 2.362 - 2.3625 Intake Valve
Journal mm in. Timing*
Diameter Closes (ABDC) 51
Journal 0.0035 mm 0.0003 in. Opens (BTDC) 1
Out-of-Round
Duration 232
(Max.)
Exhaust Valve
Journal Taper 0.007 mm 0.0001 in.
Timing*
(Max.)
End Play 0.09 - 0.24 mm 0.0035 - 0.0094 Closes (ATDC) 7
in. Opens (BBDC) 47
Wear Limit 0.38 mm 0.015 in. Duration 234
Main Bearing 0.018 - 0.062 0.0007 - 0.0024 Valve Overlap 8
Diametrical mm in. *
Clearance All reading in degrees. Timing points @4 from top of
ramp.
H Y DRAU LI C LASH ADJ U ST ER
CY LI N DER H EAD
Metric Standard DESCRIPTION SPECIFICATION
Body Diameter 15.901 - 15.913 0.626 - 0.6264 Metric Standard
mm in. Material Cast Aluminum
Plunger Travel 3.0 mm 0.118 in. Gasket 0.71 mm 0.028 in.
Minimum (Dry) Thickness
(Compressed)
VALV E SEAT Valve Stem
Diameter
DESCRIPTION SPECIFICATION Intake 5.934 - 5.952 0.2337 - 0.2344
Metric Standard mm in.
Angle 44.5 - 45 Exhaust 5.906 - 5.924 0.2326 - 0.2333
Seat Diameter - 34.37 - 34.63 1.353 - 1.363 in. mm in.
Intake mm
Seat Diameter - 27.06 - 27.32 1.065 - 1.075 in. VALV E M ARGI N
Exhaust mm
Runout (Max.) 0.05 mm 0.002 in. DESCRIPTION SPECIFICATION
Valve Seat 0.9 - 1.3 mm 0.035 - 0.051 in. Metric Standard
Width - Intake Intake 1.2 - 1.7 mm 0.047 - 0.066 in.
and Exhaust
Service Limit 0.95 mm .0037 in.
Service Limit - 2.0 mm 0.079 in.
Exhaust 0.985 - 1.315 0.038 - 0.051 in.
Intake
mm
Service Limit - 2.5 mm 0.098 in.
Service Limit 1.05 mm .039 in.
Exhaust
VALV E ST EM T I P
VALV E GU I DE
Metric Standard
Metric Standard
Intake 48.04 mm 1.891 in.
Diameter I.D. 5.975 - 6.000 0.235 - 0.236 in.
mm Exhaust 47.99 mm 1.889 in.
Guide Bore 11.0 - 11.02 0.4330 - 0.4338
Diameter mm in. VALV E ST EM T O GU I DE CLEARAN CE
Guide Height 13.25 - 13.75 0.521 - 0.541 in.
(spring seat to mm DESCRIPTION SPECIFICATION
guide tip) Metric Standard
VALV ES Intake 0.048 - 0.066 0.0018 - 0.0025

mm in.
DESCRIPTION SPECIFICATION Max. Allowable 0.076 mm 0.003 in.
Metric Standard Service Limit 0.25 mm 0.010 in.
Face Angle - 44.5 - 45
Exhaust 0.0736 - 0.094 0.0029 - 0.0037
Intake and
mm in.
Exhaust
Max. Allowable 0.101 mm 0.004 in.
Head Diameter 34.67 - 34.93 1.364 - 1.375 in.
- Intake mm Service Limit 0.25 mm 0.010 in.
Head Diameter 28.32 - 28.52 1.114 - 1.122 in.
- Exhaust mm
Valve Length
(Overall)
Intake 112.76 - 113.32 4.439 - 4.461 in.
mm
Exhaust 110.89 - 111.69 4.365 - 4.397 in.
mm
VALV E SPRI N GS SPECIFICATIONS - TORQUE
DESCRIPTION SPECIFICATION DESCRIPTION Nm Ft. In.
Metric Standard Lbs. Lbs.
Free Length 48.4 mm 1.905 in. Bolts, Balance Shaft 54 40 -
(Approx.) Carrier to Block
Nominal Force 338 N @ 38.0 75.98 lbs. @ Fastener - Double Ended, 12 - 105
(Valve Closed) mm 1.496 in. Balance Shaft Gear
Nominal Force 607 N @ 29.75 136 lbs. @ Cover
(Valve Open) mm 1.172 in. Bolt, Balance Shaft 28 - 250
Installed Height 38.00 mm 1.496 in. Sprocket
Number of Coils 7.82 Bolts, Balance Shaft 12 - 105
Chain Tensioner
Wire Diameter 3.86 mm 1.496 in
Bolts, Balance Shaft 12 - 105
Carrier Cover
OI L PU M P
Bolt, Camshaft Sprocket 115 85 -
DESCRIPTION SPECIFICATION Bolts, Connecting Rod 27 +14 20 -
Cap turn +14
Metric Standard
turn
Clearance Over 0.10 mm 0.004 in.
Bolts, Crankshaft Main
Rotors (Max.)
Bearing Cap/Bedplate
Cover 0.025 mm 0.001 in.
Out-of-Flat M8 Bolts 28 - 250
(Max.) M11 Bolts 75 55 -
Inner Rotor 9.40 mm 0.370 in. Crankshaft Damper 136 100 -
Thickness (Min.) Bolts, Cylinder Head (Refer to 9 - ENGINE/
Outer Rotor 9.40 mm 0.370 in. CYLINDER HEAD -
Thickness (Min.) INSTALLATION)
Outer Rotor 0.039 mm 0.015 in. Bolts, Cylinder Head 12 - 105
Clearance Cover
(Max.) Flex Plate to Crankshaft 95 70 -
Outer Rotor 79.95 mm 3.148 in. Flywheel Mounting Bolts 81 60 -
Diameter (Min.)
Bolts, Engine Mount 61 45 -
Tip Clearance 0.20 mm 0.008 in. Bracket Right
Between Rotors
Bolts, Engine Mounting (Refer to 9 ENGINE/
(Max.)
ENGINE MOUNTING)
OI L PRESSU RE Bolts, Exhaust Manifold to 23 - 200
Cylinder Head
DESCRIPTION SPECIFICATION Bolts, Exhaust Manifold 12 - 105
Heat Shield
Metric Standard
Bolts, Intake Manifold - 28 - 250
At Curb Idle 25 kPa 4 psi Lower
Speed*
Oil Filter 20 15 -
At 3000 rpm 170 - 550 kPa 25 - 80 psi
Bolts, Oil Pan 12 - 105
CAUTION:
*If pressure is ZERO at curb idle, DO NOT run engine Plug, Oil Pan Drain 27 20 -
at 3000 rpm. Bolts, Oil Pump to Block 28 - 250
Bolts, Oil Pump Cover 12 - 105
Plate
DESCRIPTION Nm Ft. In.

Lbs. Lbs.
Bolt, Oil Pump Pick-up 28 20 -
Tube
Cap - Oil Pump Relief 41 30 -
Valve
Spark Plugs 28 20.6 -
Bolts, Timing Belt Covers
Camshaft Seal Remover C-4679-A
- Front Covers to Rear 12 - 105
Covers
- Rear Cover 12 - 105
Bolts, Timing Belt 61 45 -
Tensioner Assembly
SPECI AL T OOLS
Camshaft Seal Installer MD-998306
2. 4L ENGINE
Crankshaft Damper Installer 6792

Puller 1026
Valve Spring Compressor 8215

Crankshaft Damper Removal Insert 6827-A
Camshaft Sprocket Holder 6847
Adaptor 8436
Crankshaft Seal Remover 6771

Valve Spring Compressor MD998772A
Valve Spring Compressor Adapter 6779

Oil Pressure Gauge C-3292
Rear Crankshaft Seal Guide and Installer 6926-1 and

Cylinder Bore Gage C-119
6926-2
Crankshaft Sprocket Remover 6793
Balance Shaft Sprocket Installer 6052
Crankshaft Sprocket Remover Insert C-4685-C2
Front Crankshaft Oil Seal Installer 6780

Combustion Leak Tester C-3685-A
Cylinder Compression Pressure Adaptor 8116

AI R CLEAN ER ELEM EN T - 2 .4 L
REMOVAL - 2. 4L
Housing removal is not necessary for element (fil-
ter) replacement.
(1) Disconnect air intake duct at front of element
cover.
(2) Pry up spring clips (Fig. 5) from housing cover
(spring clips retain cover to housing). Fig. 5 AIR CLEANER ELEMENT - 2.4L
(3) Release housing cover from locating tabs 1 - COVER
2 - HOUSING
located on housing, and remove cover. 3 - CLAMP
(4) Remove air cleaner element (filter) from hous- 4 - SPRING CLIPS
ing. 5 - HOUSING MOUNTING NUT
(5) Clean inside of housing before replacing ele-
ment. (4) Release housing cover from locating tabs
located on housing, and remove cover. (Fig. 6)
INSTALLATION - 2. 4L (5) Remove air cleaner element (filter) from hous-
(1) Install element into housing. ing.
(2) Position housing cover into housing locating (6) Remove vent hose.
tabs. (7) Remove the housing mounting nut.
(3) Pry up spring clips and lock cover to housing. (8) Remove the air cleaner housing.
(4) Connect air intake duct.
If any air filter, air resonator, air intake tubes or INSTALLATION
air filter housing clamps had been loosened or (1) Install the air cleaner housing mounting
removed, tighten them to 5 Nm (40 in. lbs.) torque. bracket.
(2) Install the air cleaner housing and mounting
nut. Tighten nut to 4.5 Nm ( 40 in. lbs.).
AI R CLEAN ER H OU SI N G (3) Install vent hose.
(4) Install air cleaner element into the housing.
REMOVAL (5) Position the housing cover into the locating
(1) tabs on the housing and install the cover.
(2) Disconnect air intake duct at front of element (6) Pry up the spring clips and lock the cover in
cover. place.
(3) Pry up spring clips from housing cover (spring (7) Install the air intake duct. (Fig. 6)
clips retain cover to housing). (8) Install the air outlet duct.
AI R CLEAN ER H OU SI N G (Cont inue d)
Fig. 7 Cylinder Head and Camshafts

1 - CAMSHAFT BEARING CAPS
2 - PLUG
3 - CAMSHAFT
4 - CYLINDER HEAD
5 - CAMSHAFT OIL SEAL
chamber or the exhaust gases out; depending on the

Fig. 6 AIR CLEANER ELEMENT - 2.4L stroke of the engine.
1 - COVER
2 - HOUSING
3 - CLAMP DIAGNOSIS AND TESTING - CYLINDER HEAD
4
5
-
-
SPRING CLIPS
HOUSING MOUNTING NUT
GASKET
A cylinder head gasket leak can be located between
adjacent cylinders or between a cylinder and the
CY LI N DER H EAD adjacent water jacket.
Possible indications of the cylinder head gasket
DESCRIPTION leaking between adjacent cylinders are:
The cross flow designed, aluminum cylinder head Loss of engine power
contains dual over-head camshafts with four valves Engine misfiring
per cylinder (Fig. 7). The valves are arrange in two Poor fuel economy
in-line banks. The intake valves face toward the left Possible indications of the cylinder head gasket
side of the vehicle. The exhaust valves face the right leaking between a cylinder and an adjacent water
side. The cylinder head incorporates powdered metal jacket are:
valve guides and seats. The cylinder head is sealed to Engine overheating
the block using a multi-layer steel head gasket and Loss of coolant
retaining bolts. Excessive steam (white smoke) emitting from
Integral oil galleries providing lubrication passages exhaust
to the hydraulic lash adjusters, camshafts, and valve Coolant foaming
mechanisms.
CYLINDER-TO-CYLINDER LEAKAGE TEST
OPERATION To determine if an engine cylinder head gasket is
The cylinder head closes the combustion chamber, leaking between adjacent cylinders, follow the proce-
allowing the pistons to compress the fuel/air mixture dures in Cylinder Compression Pressure Test (Refer
for ignition. The valves are actuated by the lobe pro- to 9 - ENGINE - DIAGNOSIS AND TESTING). An
files on the camshaft to open and close at specified engine cylinder head gasket leaking between adja-
duration to either allow clean air in the combustion
CY LI N DER H EAD (Cont inue d)
cent cylinders will result in approximately a 50 - 70% (10) Remove power steering pump and set aside.
reduction in compression pressure. Do not disconnect lines.
(11) Remove accessory drive bracket
CYLINDER-TO-WATER JACKET LEAKAGE TEST (12) Remove ignition coil and wires from engine.
(13) Disconnect cam sensor and fuel injector wir-
WARNING: USE EXTREME CAUTION WHEN THE ing connectors.
ENGINE IS OPERATING WITH COOLANT PRES- (14) Remove timing belt and camshaft sprockets.
SURE CAP REMOVED. (Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT/CHAIN AND SPROCKETS - REMOVAL)
(15) Remove timing belt idler pulley and rear tim-
VISUAL TEST METHOD
ing belt cover. (Refer to 9 - ENGINE/VALVE TIM-
With the engine cool, remove the coolant pressure ING/TIMING BELT / CHAIN COVER(S) -
cap. Start the engine and allow it to warm up until REMOVAL)
thermostat opens. (16) Remove cylinder head cover. (Refer to 9 -
If a large combustion/compression pressure leak ENGINE/CYLINDER HEAD/CYLINDER HEAD
exists, bubbles will be visible in the coolant. COVER(S) - REMOVAL)
(17) Remove camshafts (Refer to 9 - ENGINE/
COOLING SYSTEM TESTER METHOD
CYLINDER HEAD/CAMSHAFT(S) - REMOVAL).
WARNING: WITH COOLING SYSTEM TESTER IN NOTE: Identify rocker arm position to ensure cor-
PLACE, PRESSURE WILL BUILD UP FAST. EXCES- rect re-installation in original position, if reused.
SIVE PRESSURE BUILT UP, BY CONTINUOUS
ENGINE OPERATION, MUST BE RELEASED TO A (18) Remove rocker arms. (Refer to 9 - ENGINE/
SAFE PRESSURE POINT. NEVER PERMIT PRES- CYLINDER HEAD/ROCKER ARMS - REMOVAL).
SURE TO EXCEED 138 kPa (20 psi). (19) Remove cylinder head bolts in REVERSE
sequence of tightening.
Install Cooling System Tester 7700 or equivalent to (20) Remove cylinder head from engine block.
pressure cap neck. Start the engine and observe the (21) Inspect and clean cylinder head. (Refer to 9 -
testers pressure gauge. If gauge pulsates with every ENGINE/CYLINDER HEAD - INSPECTION) (Refer
power stroke of a cylinder a combustion pressure to 9 - ENGINE/CYLINDER HEAD - CLEANING)
leak is evident.
CHEMICAL TEST METHOD CLEANING

To ensure engine gasket sealing, proper surface
Combustion leaks into the cooling system can also
preparation must be performed, especially with the
be checked by using Bloc-Chek Kit C-3685-A or
use of aluminum engine components and multi-layer
equivalent. Perform test following the procedures
steel cylinder head gaskets.
supplied with the tool kit.
NOTE: Multi-Layer Steel (MLS) head gaskets require
REMOVAL - CYLINDER HEAD a scratch free sealing surface.
(1) Perform fuel system pressure release procedure
before attempting any repairs. (Refer to 14 - Remove all gasket material from cylinder head and
FUEL SYSTEM/FUEL DELIVERY - SPECIFICA- block (Refer to 9 - ENGINE - STANDARD PROCE-
TIONS) DURE). Be careful not to gouge or scratch the alumi-
(2) Disconnect battery negative cable. num head sealing surface.
(3) Drain cooling system. (Refer to 7 - COOLING - Clean all engine oil passages.
STANDARD PROCEDURE)
(4) Remove air filter housing and inlet tube. INSPECTION
(5) Remove intake manifold. (1) Cylinder head must be flat within 0.1 mm
(6) Remove heater tube support bracket from cyl- (0.004 in.) (Fig. 8).
inder head. (2) Inspect camshaft bearing journals for scoring.
(7) Disconnect radiator upper and heater supply (3) Remove carbon and varnish deposits from
hoses from water outlet connections. inside of valve guides with a reliable guide cleaner.
(8) Remove accessory drive belts. (Refer to 7 - (4) Using a small hole gauge and a micrometer,
COOLING/ACCESSORY DRIVE/DRIVE BELTS - measure valve guides in 3 places top, middle and bot-
REMOVAL) tom (Fig. 9). (Refer to 9 - ENGINE - SPECIFICA-
(9) Raise vehicle and remove exhaust pipe from TIONS) Replace guides if they are not within
manifold. specification.
Fig. 10 Valve Guide Height

Fig. 8 Checking Cylinder Head Flatness 1 - VALVE GUIDE
1 - FEELER GAUGE 2 - 13.25 - 13.75 MM (.521 - .541 IN.)
2 - STRAIGHT EDGE 3 - SPRING SEAT
(5) Check valve guide height (Fig. 10).
Fig. 11 Checking Bolts for Stretching (Necking)

Fig. 9 Checking Wear on Valve Guide - Typical 1 - STRETCHED BOLT
2 - THREADS ARE NOT STRAIGHT ON LINE
1 - TOP 3 - THREADS ARE STRAIGHT ON LINE
2 - MIDDLE 4 - UNSTRETCHED BOLT
3 - BOTTOM
4 - CUT AWAY VIEW OF VALVE GUIDE MEASUREMENT
LOCATIONS
INSTALLATION - CYLINDER HEAD

NOTE: The Cylinder head bolts should be examined
BEFORE reuse. If the threads are necked down, the
bolts must be replaced (Fig. 11).
Necking can be checked by holding a scale or

straight edge against the threads. If all the threads
do not contact the scale, the bolt should be replaced.
(1) Before installing the bolts, the threads should
be coated with engine oil.
(2) Position cylinder head gasket on engine block
Fig. 12 Cylinder Head Gasket Positioning
(Fig. 12).
1 - PART NUMBER FACES UP
(3) Install cylinder head on engine block. 2 - NO. 1 CYLINDER
(4) Tighten the cylinder head bolts in the sequence
shown in (Fig. 13). Using the 4 step torque turn Third All to 68 Nm (50 ft. lbs.)
method, tighten according to the following values:
First All to 34 Nm (25 ft. lbs.) CAUTION: Do not use a torque wrench for the fol-
Second All to 68 Nm (50 ft. lbs.) lowing step.
Fourth Turn an additional 1/4 Turn, CAM SH AFT OI L SEAL(S)
REMOVAL
(1) Remove timing belt. (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT/CHAIN AND
SPROCKETS - REMOVAL)
(2) Hold each camshaft sprocket with Special Tool
6847 while removing center bolt (Fig. 14).
(3) Remove camshaft sprockets.
(4) Remove exhaust camshaft target ring.
(5) Remove exhaust camshaft sensor.
CAUTION: Inspect sensor and target ring for exces-

sive wear. Clean sensor face and install new spacer
pad.
Fig. 13 Cylinder Head Tightening Sequence
(5) Install rocker arms. (Refer to 9 - ENGINE/ (6) Remove rear timing belt cover. (Refer to 9 -
CYLINDER HEAD/ROCKER ARMS - INSTALLA- ENGINE/VALVE TIMING/TIMING BELT / CHAIN
TION) COVER(S) - REMOVAL)
(6) Install camshafts. (Refer to 9 - ENGINE/CYL- (7) Remove camshaft seal using Special Tool
INDER HEAD/CAMSHAFT(S) - INSTALLATION). C-4679-A (Fig. 15).
(7) Install cylinder head cover. (Refer to 9 -
ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - INSTALLATION)
(8) Install timing belt rear cover and timing belt
idler pulley. (Refer to 9 - ENGINE/VALVE TIMING/
TIMING BELT / CHAIN COVER(S) - INSTALLA-
TION)
(9) Install timing belt and camshaft sprockets.
(Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT/CHAIN AND SPROCKETS - INSTALLATION)
(10) Connect cam sensor and fuel injectors wiring
connectors.
(11) Install ignition coil and wires. Connect igni-
tion coil wiring connector.
(12) Install accessary drive bracket.
(13) Install power steering pump to cylinder head.
(14) Raise vehicle and install the exhaust pipe to
the manifold.
(15) Install accessory drive belts. (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS - Fig. 14 Camshaft Sprocket - Removal/Installation
INSTALLATION) 1 - SPECIAL TOOL 6847
(16) Install heater tube support bracket to cylinder
head. CAUTION: Do not nick shaft seal surface or seal
(17) Install intake manifold. bore.
(18) Connect all vacuum lines, electrical wiring,
ground straps and fuel line.
(19) Fill cooling system. (Refer to 7 - COOLING - INSTALLATION
STANDARD PROCEDURE)
(20) Connect battery negative cable. NOTE: Clean and inspect sensor and target ring for
excessive wear. Clean sensor face and always
install a new spacer pad.
(1) Shaft seal surface must be free of varnish, dirt

or nicks. Polish with 400 grit paper if necessary.
CAM SH AFT OI L SEAL(S) (Cont inue d)
AND SPROCKETS - INSTALLATION) (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT / CHAIN
CAM SH AFT (S)

DESCRIPTION
Both nodular iron camshafts have six bearing jour-
nal surfaces and two cam lobes per cylinder (Fig. 17).
Flanges at the rear journals control camshaft end
play. Provision for a cam position sensor is located on
the exhaust camshaft on the front of the cylinder
head. A hydrodynamic oil seal is used for oil control
at the front of the camshaft.
Fig. 15 Camshaft Oil Seal - Removal With C-4679-A

1 - SPECIAL TOOL C-4679
(2) Install camshaft seals into cylinder head using

Special Tool MD-998306 until flush with head (Fig.
16).
Fig. 17 Camshafts
1 - CAMSHAFT BEARING CAPS
Fig. 16 Camshaft Seal - Installation 2 - PLUG
1 - SPECIAL TOOL MD 998306 3 - CAMSHAFT
4 - CYLINDER HEAD
5 - CAMSHAFT OIL SEAL
(3) Install timing belt rear cover. (Refer to 9 -
OPERATION
The camshaft is driven by the crankshaft via drive
NOTE: Target ring tab should provide positive sprockets and belt. The camshaft has precisely
snap-on fit on the camshaft. machined lobes to provide accurate valve timing and
duration.
(4) Install exhaust camshaft target ring with the
word FRONT facing forward. STANDARD PROCEDURE - CAMSHAFT
(5) Install exhaust camshaft sensor. END-PLAY
(6) Install camshaft sprockets. Hold each sprocket (1) Oil camshaft journals and install camshaft
with Special Tool 6847 and tighten center bolt to 101 WITHOUT cam follower assemblies. Install rear cam
Nm (75 ft. lbs.). caps and tighten screws to specified torque.
(7) Install timing belt and front covers. (Refer to 9 (2) Using a suitable tool, move camshaft as far
- ENGINE/VALVE TIMING/TIMING BELT/CHAIN rearward as it will go.
CAM SH AFT (S) (Cont inue d)
(3) Zero dial indicator (Fig. 18).
(4) Move camshaft as far forward as it will go.
(5) Record reading on dial indicator. For end play
specification, (Refer to 9 - ENGINE - SPECIFICA-
TIONS).
(6) If end play is excessive, check cylinder head
and camshaft for wear; replace as necessary.
Fig. 19 Camshaft Bearing Cap Identification
Fig. 18 Camshaft End Play - Typical

REMOVAL
(1) Remove cylinder head cover. (Refer to 9 -
COVER(S) - REMOVAL)
(2) Remove camshaft position sensor and camshaft
target magnet. (Refer to 8 - ELECTRICAL/IGNI-
TION CONTROL/CAMSHAFT POSITION SENSOR -
REMOVAL)
Fig. 20 Camshaft Bearing Cap - Removal
1 - REMOVE OUTSIDE BEARING CAPS FIRST
(4) Remove camshaft sprockets and timing belt CLEANING
rear cover. (Refer to 9 - ENGINE/VALVE TIMING/ Clean camshaft with a suitable solvent.
TIMING BELT / CHAIN COVER(S) - REMOVAL)
(5) Bearing caps are identified for location. INSPECTION
Remove the outside bearing caps first (Fig. 19). (1) Inspect camshaft bearing journals for damage
(6) Loosen the camshaft bearing cap attaching and binding (Fig. 21). If journals are binding, check
fasteners in sequence shown (Fig. 20) one camshaft the cylinder head for damage. Also check cylinder
at a time. head oil holes for clogging.
(2) Check the cam lobe and bearing surfaces for
CAUTION: Camshafts are not interchangeable. The abnormal wear and damage. Replace camshaft if
intake cam number 6 thrust bearing face spacing is defective.
wider.
NOTE: If camshaft is replaced due to lobe wear or
(7) Identify the camshafts before removing from damage, always replace the rocker arms.
the head. The camshafts are not interchangeable.
(8) Remove camshafts from cylinder head. (3) Measure the lobe actual wear (unworn area -
wear zone = actual wear) (Fig. 21) and replace cam-
NOTE: If removing rocker arms, identify for reinstal- shaft if out of limit. Standard value is 0.0254 mm
lation in the original position. (0.001 in.), wear limit is 0.254 mm (0.010 in.).
CAM SH AFT (S) (Cont inue d)
Fig. 21 Checking Camshaft(s) for Wear Fig. 23 Camshaft Bearing Cap Sealing
1 - UNWORN AREA 1 - 1.5 mm (.060 in.) DIAMETER BEAD OF MOPAR GASKET
2 - ACTUAL WEAR MAKER
3 - BEARING JOURNAL
4 - LOBE (6) Install camshaft target magnet and camshaft
5 - WEAR ZONE
position sensor.
(7) Install cylinder head cover. (Refer to 9 -
INSTALLATION
CAUTION: Ensure that NONE of the pistons are at COVER(S) - INSTALLATION)
top dead center when installing the camshafts. (8) Install timing belt rear cover and camshaft
sprocket. (Refer to 9 - ENGINE/VALVE TIMING/
(1) Lubricate all camshaft bearing journals, rocker TIMING BELT / CHAIN COVER(S) - INSTALLA-
arms and camshaft lobes. TION)
(2) Install all rocker arms in original positions, if (9) Install timing belt. (Refer to 9 - ENGINE/
reused. VALVE TIMING/TIMING BELT/CHAIN AND
(3) Position camshafts on cylinder head bearing SPROCKETS - INSTALLATION)
journals. Install right and left camshaft bearing caps
No. 2 5 and right No. 6. Tighten M6 fasteners to 12
Nm (105 in. lbs.) in sequence shown in (Fig. 22). CY LI N DER H EAD COV ER
(4) Apply Mopart Gasket Maker to No. 1 and No.
6 bearing caps (Fig. 23). Install bearing caps and REMOVAL
tighten M8 fasteners to 28 Nm (250 in. lbs.). (1) Remove intake manifold. (Refer to 9 -
ENGINE/MANIFOLDS/INTAKE MANIFOLD -
REMOVAL)
(2) Remove ignition coil and spark plug wires.
(3) Disconnect PCV and make-up air hoses from
cylinder head cover.
(4) Remove cylinder head cover bolts.
(5) Remove cylinder head cover from cylinder
head.
CLEANING
Clean cylinder head and cover mating surfaces
using a suitable solvent.
Fig. 22 Camshaft Bearing Cap Tightening Sequence INSPECTION

NOTE: Bearing end caps must be installed before Inspect cover rails for flatness.
seals can be installed.
(5) Install camshaft oil seals. (Refer to 9 -

ENGINE/CYLINDER HEAD/CAMSHAFT OIL
SEAL(S) - INSTALLATION)
CY LI N DER H EAD COV ER (Cont inue d)
INSTALLATION
NOTE: Replace spark plug well seals and bolt
assemblies when installing a new cylinder head
cover gasket.
(1) Install new cylinder head cover gaskets and

spark plug well seals (Fig. 24).
Fig. 24 Spark Plug Well Seals

(2) Replace cylinder head cover bolt assemblies
(Fig. 25).
Fig. 26 Sealer Locations - Typical

1 SEALER LOCATION
(4) Install cylinder head cover assembly to cylin-

der head. Install all bolts, ensuring the two (2) bolts
containing the sealing washer are located in the cen-
ter locations of cover. Tighten bolts in sequence
shown in (Fig. 27). Using a 3 step torque method as
follows:
(a) Tighten all bolts to 4.5 Nm (40 in. lbs.).
(b) Tighten all bolts to 9.0 Nm (80 in. lbs.).
(c) Tighten all bolts to 12 Nm (105 in. lbs.).
(5) Install intake manifold.
(6) Install ignition coil and spark plug wires.
Tighten fasteners to 12 Nm (105 in. lbs.).
(7) If the PCV valve was removed, apply Mopart
Thread Sealant with Teflon to threads and install
valve to cylinder head cover. Tighten PCV valve to 8
Fig. 25 Cylinder Head Cover Bolt Assembly Nm (70 in. lbs.).
CAUTION: Do not allow oil or solvents to contact (8) Connect PCV and make-up air hoses to cylin-
the timing belt as they can deteriorate the rubber der head cover.
and cause tooth skipping.
(3) Apply Mopart Engine RTV GEN II at the

camshaft cap corners and at the top edges of the 1/2
round seal (Fig. 26).
CY LI N DER H EAD COV ER (Cont inue d)
(4) Using Special Tool MD-998772-A with adapter
6779 (Fig. 28), compress valve springs and remove
valve locks.
(5) Remove valve spring(s).
(6) Remove valve stem seal(s) by a using valve
stem seal tool (Fig. 30).
Fig. 27 CYLINDER HEAD TIGHTENING SEQUENCE Fig. 28 Valve Spring - Removal/Installation

1 - VALVE SPRING COMPRESSOR MD 998772A
I N TAK E/EX H AU ST VALV ES & 2 - AIR HOSE
SEAT S
REMOVAL - CYLINDER HEAD OFF
DESCRIPTION (1) With cylinder head removed from cylinder
The four valves per cylinder are opened by using block, compress valve springs using a universal valve
roller rocker arms which pivot on hydraulic lash spring compressor.
adjusters. The valves have chrome plated valve (2) Remove valve retaining locks, valve spring
stems. Viton rubber valve stem seals are integral retainers, valve stem seals and valve springs.
with the spring seats. They have chrome plated (3) Before removing valves, remove any burrs
stems to prevent scuffing. Viton rubber valve stem from valve stem lock grooves to prevent dam-
seals are integral with the spring seats. The valves, age to the valve guides. Identify valves, locks and
spring retainers,and locks, are the 3 - bead lock retainers to insure installation in original location.
design (4) Inspect the valves. (Refer to 9 - ENGINE/CYL-
INDER HEAD/VALVE SPRINGS - INSPECTION)
CLEANING
(1) Clean all valves thoroughly and discard
INSPECTION
burned, warped and cracked valves. (1) Whenever valves have been removed for inspec-
tion, reconditioning or replacement, valve springs
should be tested for correct tension. Discard the
VALV E SPRI N GS springs that do not meet specifications. The following
specifications apply to both intake and exhaust
valves springs:
REM OVAL Valve Closed Nominal Tension - 76 lbs. @ 38.0
mm (1.50 in.)
REMOVAL - CYLINDER HEAD ON Valve Open Nominal Tension - 136 lbs. @ 29.75
(1) Remove camshafts. mm (1.17 in.)
(2) Rotate crankshaft until piston is at TDC on (2) Inspect each valve spring for squareness with a
compression. steel square and surface plate, test springs from both
(3) With air hose attached to adapter tool installed ends. If the spring is more than 1.5 mm (1/16 inch)
in spark plug hole, apply 90-120 psi air pressure. out of square, install a new spring.
VALV E SPRI N GS (Cont inue d)
I N STALLAT I ON
INSTALLATION - CYLINDER HEAD ON
(1) Install valve seal/valve spring seat assembly
(Fig. 29). Push the assembly down to seat it onto the
valve guide.
(2) Install valve spring and retainer, use Special
Tool MD-998772-A with adapter 6779 to compress
valve springs only enough to install locks. Correct
alignment of tool is necessary to avoid nicking valve
stems.
(3) Remove air hose and install spark plugs.
(4) Install camshafts and cylinder head cover .
Fig. 30 Valve Stem Oil Seal Tool
1 - VALVE SEAL TOOL
2 - VALVE STEM
become dislocated. Ensure both locks are in the

correct location after removing tool.
(4) Check the valve spring installed height B after
refacing the valve and seat (Fig. 31). Make sure mea-
surements are taken from top of spring seat to the
bottom surface of spring retainer. If height is greater
than 38.75 mm (1.525 in.), install a 0.762 mm (0.030
in.) spacer under the valve spring seat to bring
spring height back within specification.
Fig. 29 Valve Stem Seal/Valve Spring Seat - Typical

1 - 3-GROOVE -VALVE RETAINING LOCKS
2 - VALVE SPRING
3 - VALVE SEAL AND VALVE SPRING SEAT ASSEMBLY
4 - VALVE SPRING RETAINER
INSTALLATION - CYLINDER HEAD OFF

(1) Coat valve stems with clean engine oil and
insert in cylinder head.
Fig. 31 Checking Spring Installed Height and Valve
(2) Install new valve stem seals on all valves
Tip Height Dimensions
using a valve stem seal tool (Fig. 30). The valve stem
seals should be pushed firmly and squarely over 1 - GARTER SPRING
2 - VALVE SPRING SEAT
valve guide. 3 - CYLINDER HEAD SURFACE
CAUTION: When oversize valves are used, the cor-

responding oversize valve seal must also be used.
H Y DRAU LI C LI FT ERS
Excessive guide wear may result if oversize seals
are not used with oversize valves. DIAGNOSIS AND TESTING - LASH ADJUSTER
(TAPPET) NOISE DIAGNOSIS
(3) Install valve springs and retainers. Compress A tappet-like noise may be produced from several
valve springs only enough to install locks, taking items. Check the following items.
care not to misalign the direction of compression. (1) Engine oil level too high or too low. This may
Nicked valve stems may result from misalignment of cause aerated oil to enter the adjusters and cause
the valve spring compressor. them to be spongy.
(2) Insufficient running time after rebuilding cylin-
CAUTION: When depressing the valve spring retain- der head. Low speed running up to 1 hour may be
ers with valve spring compressor the locks can required.
H Y DRAU LI C LI FT ERS (Cont inue d)
(3) During this time, turn engine off and let set for
a few minutes before restarting. Repeat this several
times after engine has reached normal operating
temperature.
(4) Low oil pressure.
(5) The oil restrictor (integral to the head gasket)
in the vertical oil passage to the cylinder head is
plugged with debris.
(6) Air ingested into oil due to broken or cracked
oil pump pick up.
(7) Worn valve guides.
(8) Rocker arm ears contacting valve spring
retainer.
(9) Rocker arm loose, adjuster stuck or at maxi-
mum extension and still leaves lash in the system.
(10) Faulty lash adjuster.
a. Check lash adjusters for sponginess while Fig. 32 Hydraulic Lash Adjuster
installed in cylinder head. Depress part of rocker
arm over adjuster. Normal adjusters should feel very
ROCK ER ARM S
firm. Spongy adjusters can be bottomed out easily.
b. Remove suspected lash adjusters, and replace as
REMOVAL
necessary.
NOTE: This procedure is for in-vehicle service with
camshafts installed.
REMOVAL
NOTE: This procedure is for in-vehicle service with ENGINE/CYLINDER HEAD/CYLINDER HEAD
camshafts installed. COVER(S) - REMOVAL)
(2) Remove fuel rail. (Refer to 14 - FUEL SYS-
TEM/FUEL DELIVERY/FUEL RAIL - REMOVAL)
(3) Remove spark plugs.
COVER(S) - REMOVAL)
(4) Rotate engine until the camshaft lobe, on the
(2) Remove the camshafts (Refer to 9 - ENGINE/
follower being removed, is position on its base circle
CYLINDER HEAD/CAMSHAFT(S) - REMOVAL).
(heel). Also, the piston should be a minimum of 6.3
(3) Remove rocker arm. (Refer to 9 - ENGINE/
mm (0.25 in) below TDC position.
CYLINDER HEAD/ROCKER ARMS - REMOVAL)
(4) Remove hydraulic lifter (Fig. 32). CAUTION: If cam follower assemblies are to be
(5) Repeat removal procedure for each hydraulic reused, always mark position for reassembly in
lifter. their original positions.
(6) If reusing, mark each hydraulic lifter for reas-
sembly in original position. Lifters are serviced as an (5) Using Special Tools 8215 and 8436 slowly
assembly. depress valve assembly until rocker arm can be
removed (Fig. 33).
INSTALLATION
(1) Install hydraulic lifter (Fig. 32). Ensure the NOTE: It may be necessary to remove additional
lifters are at least partially full of engine oil. This is brackets or components to allow clearance for tool
indicated by little or no plunger travel when the handle movement.
lifter is depressed.
(2) Install rocker arm. (Refer to 9 - ENGINE/CYL- (6) Repeat removal procedure for each rocker arm.
INDER HEAD/ROCKER ARMS - INSTALLATION)
(3) Repeat installation procedure for each hydrau- INSPECTION
lic lifter. Inspect the rocker arm for wear or damage (Fig.
(4) Install camshafts (Refer to 9 - ENGINE/CYL- 34). Replace as necessary.
INDER HEAD/CAMSHAFT(S) - INSTALLATION).
(5) Install cylinder head cover. (Refer to 9 - INSTALLATION
ENGINE/CYLINDER HEAD/CYLINDER HEAD (1) Lubricate rocker arm with clean engine oil.
ROCK ER ARM S (Cont inue d)
EN GI N E BLOCK
DESCRIPTION
The cast iron cylinder block is a two-piece assem-
bly, consisting of the cylinder block and bedplate (Fig.
35). The bedplate incorporates the main bearing caps
and bolts to the cylinder block. This design offers a
much stronger lower end and increased cylinder
block rigidity. The rear oil seal retainer is integral
with the block. The bedplate and block are serviced
as an assembly.
Fig. 33 Rocker Arm - Removal/Installation

2 - ROCKER ARM
Fig. 35 2.4L Cylinder Block and Bedplate - Typical

1 - CYLINDER BLOCK
2 - BEDPLATE

STANDARD PROCEDURE - PISTON TO
CYLINDER BORE FITTING
Piston and cylinder wall must be clean and dry.
Piston diameter should be measured 90 degrees to
piston pin about 14 mm (9/16 inch.) from the bottom
of the skirt as shown in (Fig. 37). Cylinder bores
Fig. 34 Rocker Arm - Typical
should be measured halfway down the cylinder bore
1 - TIP and transverse to the engine crankshaft center line
2 - LASH ADJUSTER POCKET
3 - ROLLER shown in (Fig. 36). Refer to for Engine Specifications
(Refer to 9 - ENGINE - SPECIFICATIONS). Correct
(2) Using Special Tools 8215 and 8436 slowly piston to bore clearance must be established in order
depress valve assembly until rocker arm can be to assure quiet and economical operation.
installed on the hydraulic lifter and valve stem.
(3) Repeat installation procedure for each rocker NOTE: Pistons and cylinder bores should be mea-
arm. sured at normal room temperature, 21C (70F).
(4) Install spark plugs.
(5) Install fuel rail. (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/FUEL RAIL - INSTALLATION) STANDARD PROCEDURE - CYLINDER BORE
(6) Install cylinder head cover. (Refer to 9 - HONING
ENGINE/CYLINDER HEAD/CYLINDER HEAD (1) Used carefully, the cylinder bore resizing hone,
COVER(S) - INSTALLATION) recommended tool C-823 or equivalent, equipped with
220 grit stones, is the best tool for this honing proce-
dure. In addition to deglazing, it will reduce taper and
out-of-round as well as removing light scuffing, scoring
or scratches. Usually a few strokes will clean up a bore
and maintain the required limits.
EN GI N E BLOCK (Cont inue d)
Fig. 38 Cylinder Bore Cross-Hatch Pattern

1 - CROSS-HATCH PATTERN
2 - 4060
Fig. 36 Checking Cylinder Bore -Typical
(5) After honing, it is necessary that the block be
cleaned again to remove all traces of abrasive.
CAUTION: Ensure all abrasives are removed from

engine parts after honing. It is recommended that a
solution of soap and hot water be used with a
brush and the parts then thoroughly dried. The bore
can be considered clean when it can be wiped
clean with a white cloth and cloth remains clean.
Oil the bores after cleaning to prevent rusting.
Fig. 37 Piston Measurement - Typical CLEANING

Clean cylinder block thoroughly using a suitable
(2) Deglazing of the cylinder walls may be done cleaning solvent.
using a cylinder surfacing hone, recommended tool
C-3501 or equivalent, equipped with 280 grit stones, INSPECTION
if the cylinder bore is straight and round. 2060
strokes depending on the bore condition, will be suf- ENGINE BLOCK
ficient to provide a satisfactory surface. Use a light (1) Clean cylinder block thoroughly and check all
honing oil. Do not use engine or transmission oil, core hole plugs for evidence of leaking.
mineral spirits or kerosene. Inspect cylinder walls (2) If new core plugs are to be installed, (Refer to 9
after each 20 strokes. - ENGINE - STANDARD PROCEDURE - ENGINE
(3) Honing should be done by moving the hone up CORE AND OIL GALLERY PLUGS).
and down fast enough to get a cross-hatch pattern. (3) Examine block and cylinder bores for cracks or
When hone marks intersect at 40-60 degrees, the fractures.
cross hatch angle is most satisfactory for proper seat- (4) Check block deck surfaces for flatness. Deck
ing of rings (Fig. 38). surface must be within service limit of 0.1 mm (0.004
(4) A controlled hone motor speed between in.).
200300 RPM is necessary to obtain the proper cross-
hatch angle. The number of up and down strokes per CYLINDER BORE
minute can be regulated to get the desired 4060
degree angle. Faster up and down strokes increase NOTE: The cylinder bores should be measured at
the cross-hatch angle. normal room temperature, 21C (70F).
The cylinder walls should be checked for out-of- (4) Tighten the bolts to 27 Nm PLUS 1/4 turn (20
round and taper with Tool C119 or equivalent (Fig. ft. lbs. PLUS 1/4 turn) Do not use a torque
39) (Refer to 9 - ENGINE - SPECIFICATIONS). If wrench for last step.
the cylinder walls are badly scuffed or scored, the (5) Using a feeler gauge, check connecting rod side
cylinder block should be replaced, and new pistons clearance (Fig. 40). Refer to clearance specifications
and rings fitted. (Refer to 9 - ENGINE - SPECIFICATIONS).
Fig. 40 Connecting Rod Side Clearance

CRAN K SH AFT
DESCRIPTION
The crankshaft is made of nodular cast iron and
Fig. 39 Checking Cylinder Bore Size includes five main bearing journals and four connect-
ing rod journals (Fig. 41). The number three journal
Measure the cylinder bore at three levels in direc-
is the location for the thrust bearing. The mains and
tions A and B (Fig. 39). Top measurement should be
connecting rod journals have undercut fillet radiuses
10 mm (3/8 in.) down and bottom measurement
that are rolled for added strength. To optimize bear-
should be 10 mm (3/8 in.) up from bottom of bore.
ing loading, eight counterweights are used.
(Refer to 9 - ENGINE - SPECIFICATIONS).
OPERATION
CON N ECT I N G ROD BEARI N GS The crankshaft transfers force generated by com-
bustion within the cylinder to the flywheel or flex-
plate.
STANDARD PROCEDURE - CRANKSHAFT END
CONNECTING ROD - FITTING PLAY
(1) For measuring connecting rod bearing clear- (1) Using Dial Indicator C-3339 and Mounting
ance procedure and use of Plastigage(Refer to 9 - Post L-4438, attach to front of engine, locating probe
ENGINE - STANDARD PROCEDURE). For bearing perpendicular on nose of crankshaft (Fig. 42).
clearance refer to Engine Specifications. (Refer to 9 - (2) Move crankshaft all the way to the rear of its
ENGINE - SPECIFICATIONS) travel.
(3) Zero the dial indicator.
NOTE: The rod bearing bolts should not be reused. (4) Move crankshaft all the way to the front and
read the dial indicator. Refer to Engine Specifica-
(2) Before installing the NEW bolts the threads
tions.
should be oiled with clean engine oil.
(3) Install each bolt finger tight then alternately
torque each bolt to assemble the cap properly.
CRAN K SH AFT (Cont inue d)
(7) Remove the timing belt. (Refer to 9 - ENGINE/
(8) Remove the oil pump. (Refer to 9 - ENGINE/
LUBRICATION/OIL PUMP - REMOVAL)
(9) Remove balance shafts and housing assembly.
(Refer to 9 - ENGINE/VALVE TIMING/BALANCE
SHAFT - REMOVAL)
(10) Using a permanent ink or paint marker, iden-
tify cylinder number on each connecting rod cap (Fig.
43).
Fig. 41 Crankshaft - Typical

1 - MAIN BEARING JOURNALS
2 - COUNTER BALANCE WEIGHTS
Fig. 43 Identify Connecting Rod to Cylinder-Typical

CAUTION: DO NOT use a number stamp or a punch
to mark connecting rods. Damage to connecting
rod could occur.
(11) Remove all connecting rod bolts and caps.

Care should be taken not to damage the fracture rod
and cap surfaces.
NOTE: Do not reuse connecting rod bolts.
(12) Remove all bedplate bolts from the engine

block (Fig. 44).
(13) Using a mallet gently tap the bedplate loose
from the engine block dowel pins.
Fig. 42 CHECKING CRANKSHAFT END PLAY
CAUTION: Do not pry up on one side of the bed-
REMOVAL plate. Damage may occur to cylinder block to bed-
plate alignment and thrust bearing.
NOTE: Crankshaft can not be removed when engine
is in vehicle. (14) Bedplate should be removed evenly from the
cylinder block dowel pins to prevent damage to the
(1) Remove engine assembly from vehicle. (Refer to dowel pins and thrust bearing.
9 - ENGINE - REMOVAL) (15) Lift out crankshaft from cylinder block. Do
(2) Remove flex plate and crankshaft rear oil seal. not damage the main bearings or journals when
(3) Mount engine on a repair stand. removing the crankshaft.
(4) Drain engine oil and remove oil filter. (16) Remove the target ring mounting screws and
(5) Remove the oil pan. (Refer to 9 - ENGINE/LU- discard.
BRICATION/OIL PAN - REMOVAL) (17) Remove the target ring from the crankshaft.
(6) Remove the timing belt covers. (Refer to 9 -
COVER(S) - REMOVAL)
Fig. 44 Bedplate Bolt Tightening Sequence

INSPECTION
The crankshaft journals should be checked for
excessive wear, taper and scoring (Fig. 45). Limits of Fig. 46 Installing Main Bearing Upper Shell
taper or out of round on any crankshaft journals 1 - LUBRICATION GROOVES
2 - OIL HOLES
should within specitifications. (Refer to 9 - ENGINE -
SPECIFICATIONS) Journal grinding should not
CAUTION: Do not get oil on the bedplate mating
exceed 0.305 mm (0.012 in.) under the standard jour-
surface. It will affect the sealer ability to seal the
nal diameter. DO NOT grind thrust faces of No. 3
bedplate to cylinder block.
main bearing. DO NOT nick crank pin or bearing fil-
lets. After grinding, remove rough edges from crank-
shaft oil holes and clean out all passages. NOTE: If the crankshaft is sent out for machine
work, it must be balenced as an assembly with the
CAUTION: With the nodular cast iron crankshafts, it target ring installed.
is important that the final paper or cloth polish be
in the same direction as normal rotation in the (3) Clean crankshaft and target ring with
engine. MOPARt brake parts cleaner and dry with com-
pressed air to ensure that the crankshaft mating sur-
face and target ring mounting holes are free from oil
and lock patch debris.
NOTE: Always use NEW mounting screws whether

installing original or new target ring.
(4) Install NEW mounting screws finger tight

starting with the #1 location. (Fig. 47) Make sure
engagment occurs with the shoulder of the screw and
mounting hole before starting all other screws.
(5) Torque all mounting screws with T30 torx bit
to 13 Nm (110 in-lbs) following the torque sequence.
CAUTION: Use extreme care when handling crank-

shaft. Tone wheel damage can occur if crankshaft is
mis-handled.
Fig. 45 Crankshaft Journal Measurements
INSTALLATION (6) Oil the bearings and journals. Install crank-
(1) Install the main bearing shells with the lubri- shaft.
cation groove in the cylinder block (Fig. 46).
CAUTION: Use only the specified anaerobic sealer
(2) Make certain oil holes in block line up with oil
on the bedplate or damage may occur to the
hole in bearings and bearing tabs seat in the block
engine.
tab slots.
Fig. 49 Bedplate Bolt Torque Sequence

Step 1: Rotate crankshaft until number 4 piston
is at TDC.
Step 2: Move crankshaft rearward to limits of
travel.
Step 3: Then, move crankshaft forward to limits
of travel.
Step 4: Wedge an appropriate tool between the
Fig. 47 Target Ring Torque Sequence
rear of the cylinder block (NOT BED PLATE) and
(7) Apply 1.5 to 2.0 mm (0.059 to 0.078 in.) bead of the rear crankshaft counterweight. This will hold the
Mopart Bed Plate Sealant to cylinder block as shown crankshaft in its furthest forward position.
in (Fig. 48). Step 5: Install and tighten bolts (110) in
sequence shown in (Fig. 49) to 41 Nm (30 ft. lbs.).
Step 6: Remove wedge tool used to hold crank-
shaft.
(12) Tighten bolts (110) again to 41 Nm (30 ft.
lbs.) +1/4 turn in sequence shown in (Fig. 49).
(13) Install main bearing bedplate to engine block
bolts (1120), and torque each bolt to 28 Nm (20 ft.
lbs.) in sequence shown in (Fig. 49).
(14) After the main bearing bedplate is installed,
check the crankshaft turning torque. The turning
torque should not exceed 5.6 Nm (50 in. lbs.).
(15) Install connecting rod bearings and caps. Do
Not Reuse Connecting Rod Bolts. Torque connect-
ing rod bolts to 27 Nm (20 ft. lbs.) plus 1/4 turn.
(16) Install balance shafts and housing assembly.
Fig. 48 Bedplate Sealing SHAFT - INSTALLATION)
(8) Install lower main bearings into main bearing (17) Install the oil pump and pickup tube. (Refer
cap/bedplate. Make certain the bearing tabs are to 9 - ENGINE/LUBRICATION/OIL PUMP -
seated into the bedplate slots. Install the main bear- INSTALLATION)
ing/bedplate into engine block. (18) Install the timing belt rear cover. (Refer to 9 -
(9) Before installing the bolts the threads should ENGINE/VALVE TIMING/TIMING BELT / CHAIN
be oiled with clean engine oil, wipe off any excess oil. COVER(S) - INSTALLATION)
(10) Install main bearing bedplate to engine block (19) Install the timing belt. (Refer to 9 - ENGINE/
bolts 11, 17, and 20 finger tight. Tighten these bolts VALVE TIMING/TIMING BELT/CHAIN AND
down together until the bedplate contacts the cylin- SPROCKETS - INSTALLATION)
der block. (20) Install the timing belt front covers. (Refer to 9
(11) To ensure correct thrust bearing alignment, - ENGINE/VALVE TIMING/TIMING BELT / CHAIN
perform the following steps: COVER(S) - INSTALLATION)
(21) Install engine support bracket.
(22) Install the oil pan. (Refer to 9 - ENGINE/LU-
BRICATION/OIL PAN - INSTALLATION)
(23) Install the oil filter.
(24) Install crankshaft rear oil seal. (Refer to 9 -
ENGINE/ENGINE BLOCK/CRANKSHAFT OIL
SEAL - REAR - INSTALLATION)
(25) Install flex plate. Apply Mopart Lock & Seal
Adhesive to bolt threads and tighten to 95 Nm (70
ft. lbs.).
(26) Install the engine assembly. (Refer to 9 -
ENGINE - INSTALLATION)
CRAN K SH AFT M AI N
BEARI N GS
STANDARD PROCEDURE - MAIN BEARING - Fig. 50 Main Bearing Identification
1 - OIL GROOVE
FITTING 2 - MAIN BEARINGS
For crankshaft specifications (Refer to 9 - ENGINE 3 - OIL HOLE
- SPECIFICATIONS).
CRANKSHAFT MAIN BEARINGS

The crankshaft is supported in five main bearings.
All upper and lower bearing shells in the crankcase
have oil grooves. Crankshaft end play is controlled by
a flanged bearing on the number three main bearing
journal (Fig. 50).
Upper and lower Number 3 bearing halves are
flanged to carry the crankshaft thrust loads and are
NOT interchangeable with any other bearing halves
in the engine (Fig. 50). All bearing cap bolts removed
during service procedures are to be cleaned and oiled
before installation. Bearing shells are available in
standard and the following undersized: 0.025 mm
(0.001 in.) and 0.250 mm (0.010 in.). Never install an
undersize bearing that will reduce clearance below
specifications. Replace or machine the crankshaft as
necessary to obtain proper bearing clearances. Fig. 51 Installing Main Bearing Upper Shell
1 - LUBRICATION GROOVES
MAIN BEARING INSTALLATION 2 - OIL HOLES
(1) Install the main bearing shells with the lubri-
cation groove in the cylinder block (Fig. 51). engine. Ensure that both cylinder block and bed-
(2) Make certain oil holes in block line up with oil plate surfaces are clean.
holes in bearings. Bearing tabs must seat in the (4) Apply 1.5 to 2.0 mm (0.059 to 0.078 in.) bead
block tab slots. of anaerobic sealer Mopart Bed Plate Sealant to cyl-
inder block as shown in (Fig. 52).
CAUTION: Do not get oil on the bedplate mating (5) Install lower main bearings into main bearing
surface. It will may effect the sealer ability to seal cap/bedplate. Make certain the bearing tabs are
the bedplate to cylinder block. seated into the bedplate slots.
(6) Position the main bearing/bedplate onto the
(3) Oil the bearings and journals and install engine block.
crankshaft. (7) Before installing bolts, lubricate the threads
with clean engine oil, wipe off any excess oil.
CAUTION: Use only the specified anaerobic sealer
on the bedplate or damage may occur to the
CRAN K SH AFT M AI N BEARI N GS (Cont inue d)
(10) Tighten bolts (110) again to 41 Nm (30 ft.
lbs.) PLUS 1/4 turn in sequence shown in (Fig. 53).
bolts (1120), and torque each bolt to 28 Nm (20 ft.
lbs.) in sequence shown in (Fig. 53).
(12) After the main bearing bedplate is installed,
check the crankshaft turning torque. The turning
torque should not exceed 5.6 Nm (50 in. lbs.).
CRAN K SH AFT OI L SEAL -

FRON T
Fig. 52 Bed plate Sealing REMOVAL
(1) Remove the crankshaft vibration damper (Fig.
54). (Refer to 9 - ENGINE/ENGINE BLOCK/VIBRA-
TION DAMPER - REMOVAL)
Fig. 53 Main Bearing Caps/Bedplate Tightening

Sequence
bolts 11, 17 and 20 finger tight. Tighten these bolts
down together until the bedplate contacts the cylin- Fig. 54 Crankshaft Vibration Damper - Removal -
der block. Typical
(9) To ensure correct thrust bearing alignment, 1 - SPECIAL TOOL 1026 3-JAW PULLER
2 - SPECIAL TOOL 6827A INSERT
perform the following steps:
Step 1: Rotate crankshaft until number 4 piston
is at TDC.
Step 2: Move crankshaft rearward to limits of
travel.
(3) Remove crankshaft sprocket using Special Tool
Step 3: Then, move crankshaft forward to limits
6793 and insert C-4685-C2 (Fig. 55).
of travel.
Step 4: Wedge an appropriate tool between the CAUTION: Do not nick shaft seal surface or seal
rear of the cylinder block (NOT BED PLATE) and bore.
the rear crankshaft counterweight. This will hold the
crankshaft in its furthest forward position. (4) Using Tool 6771 to remove front crankshaft oil
Step 5: Install and tighten bolts (110) in seal (Fig. 56). Be careful not to damage the seal sur-
sequence shown in (Fig. 53) to 41 Nm (30 ft. lbs.). face of cover.
Step 6: Remove wedge tool used to hold crank-
shaft.
CRAN K SH AFT OI L SEAL - FRON T (Cont inue d)
Fig. 55 Crankshaft Sprocket - Removal

2 - CRANKSHAFT SPROCKET
Fig. 57 Crankshaft Front Oil Seal - Installation

1 - PROTECTOR
2 - SEAL
Fig. 56 Front Crankshaft Oil Seal - Removal

2 - REAR TIMING BELT COVER
INSTALLATION
(1) Install new seal by using Special Tool 6780
(Fig. 57).
(2) Place seal into opening with seal spring
towards the inside of engine. Install seal until flush
with cover.
(3) Install crankshaft sprocket using Special Tool
6792 (Fig. 58).
(4) Install timing belt. (Refer to 9 - ENGINE/ Fig. 58 Crankshaft Sprocket - Installation
SPROCKETS - INSTALLATION) 2 - TIGHTEN NUT TO INSTALL
(5) Install crankshaft vibration damper (Fig. 59).
(Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - INSTALLATION)
CRAN K SH AFT OI L SEAL - FRON T (Cont inue d)
Fig. 59 Crankshaft Vibration Damper - Installation -

Typical
1 - M121.75 150 MM BOLT, WASHER AND THRUST BEARING
FROM SPECIAL TOOL 6792
CRAN K SH AFT OI L SEAL -

REAR Fig. 60 Rear Crankshaft Oil Seal - Removal
1 - REAR CRANKSHAFT SEAL
2 - ENGINE BLOCK
REMOVAL 3 - ENGINE BLOCK
(1) Remove transmission. 4 - REAR CRANKSHAFT SEAL METAL CASE
(2) Remove flex plate. 5 - PRY IN THIS DIRECTION
6 - CRANKSHAFT
(3) Insert a 3/16 flat bladed screwdriver between 7 - SCREWDRIVER
the dust lip and the metal case of the crankshaft 8 - REAR CRANKSHAFT SEAL DUST LIP
seal. Angle the screwdriver (Fig. 60)through the dust 9 - SCREWDRIVER
lip against metal case of the seal. Pry out seal.
(3) Position seal over guide tool (Fig. 61). Guide
CAUTION: Do not permit the screwdriver blade to tool should remain on crankshaft during installation
contact crankshaft seal surface. Contact of the of seal. Ensure that the lip of the seal is facing
screwdriver blade against crankshaft edge (cham- towards the crankcase during installation.
fer) is permitted.
CAUTION: If the seal is driven into the block past
flush, this may cause an oil leak.
INSTALLATION (4) Drive the seal into the block using Special Tool
CAUTION: If burr or scratch is present on the 6926-2 and handle C-4171 (Fig. 62) until the tool bot-
crankshaft edge (chamfer), cleanup with 400 grit toms out against the block (Fig. 63).
sand paper to prevent seal damage during installa- (5) Install flex plate. Apply Mopart Lock & Seal
tion of new seal. Adhesive to bolt threads and tighten bolts to 95 Nm
(70 ft. lbs.).
(1) Lubricate the crankshaft flange with engine oil. (6) Install the transmission.
(2) Place Special Tool 6926-1 Seal Guide on crank-
shaft (Fig. 61).
CRAN K SH AFT OI L SEAL - REAR (Cont inue d)
Fig. 61 Rear Crankshaft Seal and Special Tool

6926-1
1 - SPECIAL TOOL 69261 PILOT
2 - SEAL
Fig. 63 Rear Crankshaft Seal - Installation

1 - SPECIAL TOOL 69262 INSTALLER
PI ST ON & CON N ECT I N G ROD

DESCRIPTION
The pistons are made of a cast aluminum alloy.
The pistons have pressed-in pins attached to forged
powdered metal connecting rods. The pistons pin is
offset 1 mm (0.0394 in.) towards the thrust side of
the piston. The connecting rods are a cracked cap
design and are not repairable. Hex head cap screws
are used to provide alignment and durability in the
assembly. The pistons and connecting rods are ser-
viced as an assembly.
OPERATION
The piston and connecting rod is the link between
the combustion force to the crankshaft.
Fig. 62 Crankshaft Seal and Special Tools 6926-2 & REMOVAL

C-4171
NOTE: Cylinder Head must be removed before Pis-
1 - SPECIAL TOOL 69261 PILOT
2 - SEAL tons and Rods. Refer to Cylinder Head Removal in
3 - SPECIAL TOOL 69262 INSTALLER this section.
PI ST ON & CON N ECT I N G ROD (Cont inue d)
ring gaps are staggered so that neither is in line with
oil ring rail gap.
(2) Before installing the ring compressor, make
sure the oil ring expander ends are butted and the
rail gaps located as shown in (Fig. 66). As viewed
from top.
Fig. 64 Piston Markings

1 - DIRECTIONAL ARROW WILL BE IMPRINTED IN THIS AREA
(1) Remove top ridge of cylinder bores with a reli-

able ridge reamer before removing pistons from cyl-
inder block. Be sure to keep tops of pistons
covered during this operation. Mark piston with
matching cylinder number (Fig. 64).
(2) Remove oil pan. Scribe the cylinder number on Fig. 66 Piston Ring End Gap Position
the side of the rod and cap (Fig. 65) for identification. 1 - GAP OF LOWER SIDE RAIL
(3) Pistons have a directional stamping in the 2 - NO. 1 RING GAP
3 - GAP OF UPPER SIDE RAIL
front half of the piston facing towards the front of 4 - NO. 2 RING GAP AND SPACER EXPANDER GAP
engine.
(4) Pistons and connecting rods must be removed
from top of cylinder block. Rotate crankshaft so that
each connecting rod is centered in cylinder bore.
(5) Remove Balance Shaft Assembly. Refer to Bal-
ance Shaft Removal in this section.
(6) Remove connecting rod cap bolts. Push each
piston and rod assembly out of cylinder bore.
NOTE: Be careful not to nick crankshaft journals.
(7) After removal, install bearing cap on the mat-

ing rod.
(8) Piston and Rods are serviced as an assembly.
Fig. 67 Piston - Installation

(3) Immerse the piston head and rings in clean
engine oil, slide the ring compressor, over the piston
(Fig. 67). Be sure position of rings does not
change during this operation .
(4) The directional stamp on the piston should face
toward the front of the engine.
(5) Rotate crankshaft so that the connecting rod
journal is on the center of the cylinder bore. Insert
rod and piston assembly into cylinder bore and guide
Fig. 65 Identify Connecting Rod to Cylinder rod over the crankshaft journal.
(6) Tap the piston down in cylinder bore, using a
INSTALLATION hammer handle. At the same time, guide connecting
(1) Before installing pistons and connecting rod rod into position on connecting rod journal.
assemblies into the bore, be sure that compression
NOTE: The connecting rod cap bolts should not be
reused.
(7) Before installing the NEW bolts the threads

should be coated with clean engine oil.
(8) Install each bolt finger tight than alternately
torque each bolt to assemble the cap properly.
CAUTION: Do not use a torque wrench for second

part of last step.
(9) Tighten the bolts to 54 Nm PLUS 1/4 turn (40

ft. lbs. PLUS 1/4 turn).
(10) Using a feeler gauge, check connecting rod
side clearance (Fig. 68).
Fig. 69 Piston Ring Gap

1 - FEELER GAUGE
Fig. 68 Checking Connecting Rod Side Clearance

PI ST ON RI N GS

Fig. 70 Piston Ring Side Clearance
PISTON RING - FITTING
1 - FEELER GAUGE
(1) Wipe cylinder bore clean. Insert ring and push
down with piston to ensure it is square in bore. The
ring gap measurement must be made with the ring
positioning at least 12 mm (0.50 inch) from bottom of
cylinder bore. Check gap with feeler gauge (Fig. 69).
Refer to Engine Specifications.
(2) Check piston ring to groove side clearance (Fig.
70). Refer to Engine Specifications.
PI ST ON RI N GS (Cont inue d)
PISTON RINGS - INSTALLATION
Fig. 72 Installing Side Rail - Typical

1 - SIDE RAIL END
Fig. 71 Piston Ring Installation
1 - NO. 1 PISTON RING (5) Position piston ring end gaps as shown in (Fig.
2 - NO. 2 PISTON RING 73).
3 - SIDE RAIL (6) Position oil ring expander gap at least 45
4 - OIL RING
5 - SPACER EXPANDER from the side rail gaps but not on the piston pin cen-
ter or on the thrust direction. Staggering ring gap is
(1) Install rings with manufacturers I.D. mark fac- important for oil control.
ing up, to the top of the piston (Fig. 71).
CAUTION: Install piston rings in the following

order:
a. Oil ring expander.

b. Upper oil ring side rail.
c. Lower oil ring side rail.
d. No. 2 Intermediate piston ring.
e. No. 1 Upper piston ring.
(2) Install the side rail by placing one end
between the piston ring groove and the expander.
Hold end firmly and press down the portion to be
installed until side rail is in position. Do not use a
piston ring expander (Fig. 72).
(3) Install upper side rail first and then the lower
side rail. Fig. 73 Piston
(4) Install No. 2 piston ring and then No. 1 piston 1 - GAP OF LOWER SIDE RAIL
ring. 2 - NO. 1 RING GAP
3 - GAP OF UPPER SIDE RAIL
4 - NO. 2 RING GAP AND SPACER EXPANDER GAP
V I BRAT I ON DAM PER

REMOVAL
(1) Remove accesory drive belts. (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL)
(2) Remove crankshaft damper bolt.
(3) Remove damper using Special Tool 3-Jaw
Puller 1026 and Insert 6827A (Fig. 74).
Fig. 75 Crankshaft Vibration Damper - Installation -

Typical
1 - M121.75 150 MM BOLT, WASHER AND THRUST BEARING
FROM SPECIAL TOOL 6792
Step 1: Position collar between transmission and

oil pan. Install collar to transmission bolts, hand
start only.
Step 2: Install collar to oil pan bolts, hand snug
Fig. 74 Crankshaft Vibration Damper - Removal - only.
Typical Step 3: Tighten collar to transmission bolts.
1 - SPECIAL TOOL 1026 3-JAW PULLER
Step 4: Tighten collar to oil pan bolts.
2 - SPECIAL TOOL 6827A INSERT (2) Lower vehicle.
INSTALLATION
(1) Install crankshaft vibration damper using M12
EN GI N E M OU N T I N G
1.75 x 150 mm bolt, washer, thrust bearing and nut
from Special Tool 6792 (Fig. 75). DESCRIPTION
(2) Install crankshaft vibration damper bolt and The engine mounting system consist of three
tighten to 142 Nm (105 ft. lbs.). mounts; right and a left side support the powertrain,
(3) Install accessory drive belts. (Refer to 7 - and rear mount to control powertrain torque. The
COOLING/ACCESSORY DRIVE/DRIVE BELTS - mounts are of molded rubber material.
INSTALLATION)
FRON T M OU N T
ST RU CT U RAL COLLAR
REMOVAL
REMOVAL (1) Raise vehicle on hoist.
(1) Raise vehicle on hoist. (2) Remove the front engine mount through bolt
(2) Remove structural collar attaching bolts. from the insulator.
(3) Remove collar. (3) Remove the engine front mount bolts and
remove the insulator assembly.
INSTALLATION (4) Remove the front mounting bracket from
engine, if necessary.
CAUTION: Torque procedure for the structural collar
must be followed or damage could occur to oil pan INSTALLATION
and collar. (1) Install the insulator mount assembly (Fig.
76)and (Fig. 77).
(1) Perform the following steps for installing struc- (2) Tighten the mount to engine bolts.
tural collar. (3) Loosely install the front engine mount through
bolt to the insulator.
FRON T M OU N T (Cont inue d)
REAR M OU N T
REMOVAL
NOTE: A resilient rubber cushion supports the
transmission at the rear between the transmission
extension housing and the rear support crossmem-
ber or skid plate.
(1) Disconnect negative cable from battery.

(2) Raise the vehicle and support the transmission.
(3) Remove the nuts holding the support cushion
to the crossmember. Remove the crossmember.
MANUAL TRANSMISSION
a. Remove the support cushion nuts and remove
the cushion.
b. Remove the transmission support bracket bolts
and remove the bracket from the transmission.
AUTOMATIC TRANSMISSION
c. Remove the support cushion bolts and remove
Fig. 76 LH ENGINE MOUNT the cushion and the support bracket from the trans-
1 - ENGINE MOUNT mission (4WD) or from the adaptor bracket (2WD).
2 - ENGINE MOUNT BOLT (3) d. On 2WD vehicles, remove the bolts holding the
3 - ENGINE MOUNT THROUGH BOLT transmission support adaptor bracket to the trans-
mission. Remove the adaptor bracket.
INSTALLATION
MANUAL TRANSMISSION:
(1) Install the support cushion to the transmission
(Fig. 78)or (Fig. 79). Install the bolts and tighten.
(2) Position the crossmember in the vehicle. Install
the crossmember to mount through bolt and nut.
(3) Install crossmember-to-sill bolts and tighten to
41 Nm (30 ft. lbs.) torque.
(4) Remove the transmission support.
(5) Lower the vehicle.
(6) Connect negative cable to battery.
AUTOMATIC TRANSMISSION:
(1) Install the transmission mount to transmission
(Fig. 80) and (Fig. 81). Install the bolts.
(2) Position the crossmember in the vehicle. Install
the crossmember to mount through bolt and nut.
Fig. 77 RH ENGINE MOUNT
1 - ENGINE MOUNT BOLT (4)
2 - ENGINE MOUNT THROUGH BOLT
3 - ENGINE MOUNT
(4) Lower the engine.

(5) Tighten the through bolt.
REAR M OU N T (Cont inue d)
Fig. 78 TRANSMISSION MOUNT - 2.4L MANUAL Fig. 80 TRANSMISSION MOUNT - 3.7L 2WD AUTO
TRANS TRANS
1 - TRANSMISSION MOUNT 1 - BOLT
2 - MOUNTING BOLT 2 - MOUNT
Fig. 79 TRANSMISSION MOUNT - 3.7L MANUAL Fig. 81 TRANSMISSION MOUNT - 3.7L 4WD AUTO
TRANS 2WD TRANS
1 - NUT 1 - MOUNT
2 - BOLT 2 - BOLT
3 - TRANS MOUNT
LU BRI CAT I ON (6) Install oil pressure switch and connector. (Refer
to 9 - ENGINE/LUBRICATION/OIL PRESSURE
SENSOR/SWITCH - INSTALLATION)
DESCRIPTION
The lubrication system is a full-flow filtration,
pressure feed type. The oil pump is mounted in the OI L
front engine cover and driven by the crankshaft.
OPERATION STAN DARD PROCEDU RE

Engine oil drawn up through the pickup tube and
is pressurized by the oil pump and routed through ENGINE OIL LEVEL CHECK
the full-flow filter to the main oil gallery running the The best time to check engine oil level is after it
length of the cylinder block. A diagonal hole in each has sat overnight, or if the engine has been running,
bulkhead feeds oil to each main bearing. Drilled pas- allow the engine to be shut off for at least 5 minutes
sages within the crankshaft route oil from main bear- before checking oil level.
ing journals to connecting rod journals. Balance shaft Checking the oil while the vehicle is on level
lubrication is provided through an oil passage from ground will improve the accuracy of the oil level
the number one main bearing cap through the bal- reading. Remove dipstick and observe oil level. Add
ance shaft carrier support leg. This passage directly oil only when the level is at or below the ADD mark
supplies oil to the front bearings and internal (Fig. 82).
machined passages in the shafts that routes oil from
front to the rear shaft bearing journals. A vertical
hole at the number five bulkhead routes pressurized
oil through a restrictor (integral to the cylinder head
gasket) up past a cylinder head bolt to an oil gallery
running the length of the cylinder head. The cam-
shaft journals are partially slotted to allow a prede-
termined amount of pressurized oil to pass into the Fig. 82 Oil Level
bearing cap cavities. Lubrication of the camshaft 1 - ENGINE OIL LEVEL DIPSTICK
lobes are provided by small holes in the camshaft
bearing caps that are directed towards each lobe. Oil STANDARD PROCEDURE - ENGINE OIL AND
returning to the pan from pressurized components FILTER CHANGE
supplies lubrication to the valve stems. Cylinder Change engine oil at mileage and time intervals
bores and wrist pins are splash lubricated from described in the Maintenance Schedule. (Refer to
directed slots on the connecting rod thrust collars. LUBRICATION & MAINTENANCE/MAINTE-
NANCE SCHEDULES - DESCRIPTION)
DIAGNOSIS AND TESTING - ENGINE OIL
PRESSURE CHECKING WARNING: NEW OR USED ENGINE OIL CAN BE
(1) Disconnect and remove oil pressure switch. IRRITATING TO THE SKIN. AVOID PROLONGED OR
(Refer to 9 - ENGINE/LUBRICATION/OIL PRES- REPEATED SKIN CONTACT WITH ENGINE OIL.
SURE SENSOR/SWITCH - REMOVAL) CONTAMINANTS IN USED ENGINE OIL, CAUSED BY
(2) Install Special Tools C-3292 Gauge with 8406 INTERNAL COMBUSTION, CAN BE HAZARDOUS TO
Adaptor fitting. YOUR HEALTH. THOROUGHLY WASH EXPOSED
(3) Start engine and record oil pressure. Refer to SKIN WITH SOAP AND WATER. DO NOT WASH
Specifications for correct oil pressure requirements. SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR
(Refer to 9 - ENGINE - SPECIFICATIONS) SOLVENTS, HEALTH PROBLEMS CAN RESULT. DO
CAUTION: If oil pressure is 0 at idle, do not perform PROPERLY. CONTACT YOUR DEALER OR GOVERN-
the 3000 RPM test MENT AGENCY FOR LOCATION OF COLLECTION
CENTER IN YOUR AREA.
(4) If oil pressure is 0 at idle. Shut off engine,
check for pressure relief valve stuck open, a clogged Run engine until achieving normal operating tem-
oil pick-up screen or a damaged oil pick-up tube perature.
O-ring. (1) Position the vehicle on a level surface and turn
(5) After test is complete, remove test gauge and engine off.
fitting. (2) Hoist and support vehicle on safety stands.
Refer to Hoisting and Jacking Recommendations.
OI L (Cont inue d)
(Refer to LUBRICATION & MAINTENANCE/HOIST-
ING - STANDARD PROCEDURE)
(3) Remove oil fill cap.
(4) Place a suitable drain pan under crankcase
drain.
(5) Remove drain plug from crankcase and allow
oil to drain into pan. Inspect drain plug threads for
stretching or other damage. Replace drain plug and
gasket if damaged.
(6) Remove oil filter. (Refer to 9 - ENGINE/LUBRI-
CATION/OIL FILTER - REMOVAL)
(7) Install and tighten drain plug in crankcase.
(8) Install new oil filter. (Refer to 9 - ENGINE/LU-
BRICATION/OIL FILTER - INSTALLATION)
(9) Lower vehicle and fill crankcase with specified
type and amount of engine oil. (Refer to LUBRICA-
TION & MAINTENANCE/FLUID TYPES -
DESCRIPTION)
(10) Install oil fill cap.
(11) Start engine and inspect for leaks.
(12) Stop engine and inspect oil level.
NOTE: Care should be exercised when disposing Fig. 83 2.4 OIL FILTER
used engine oil after it has been drained from a
vehicle engine. Refer to the WARNING listed above. OI L PAN
REMOVAL
OI L FI LT ER (1) Remove air cleaner assembly.
(2) Raise vehicle on hoist and drain engine oil.
DESCRIPTION (3) Loosen the engine mount thru bolts.
The engine oil filter is a high quality full-flow, dis- (4) Disconnect exhaust pipe at manifold.
posable type. Replace the oil filter with a Mopart or (5) Remove structural collar, if equipped.
the equivalent. (6) Remove front axle mounting bolts, and lower
axle as far possible, if equipped.
REMOVAL (7) Position Special Tool 8534 on fender lip and
(1) Raise vehicle on hoist. align the slots in the brackets with the fender
(2) Position an oil collecting container under oil fil- mounting holes.
ter location. (8) Secure brackets to the fender using four M6 X
1.0 X 25 MM flanged cap screws.
CAUTION: When servicing the oil filter avoid (9) Tighten the thumbscrews to secure the sleeves
deforming the filter can by installing the remove/in- to the support tube.
stall tool band strap against the can to base lock (10) Secure the support tube in an upright posi-
seam. The lock seam joining the can to the base is tion.
reinforced by the base plate. (11) Assemble the flat washer, thrust bearing,
hook and T handle.
(3) Using a suitable filter wrench, turn oil filter
(12) Using the M10 X 1.5 X 40 mm capscrew sup-
counterclockwise to remove (Fig. 83).
plied with the support fixture, secure the chain to
the front cover and the hook.
INSTALLATION (13) Support engine as needed.
(1) Clean and check filter mounting surface. The (14) Remove oil pan attaching bolts.
surface must be smooth, flat and free of debris or (15) Remove oil pan.
pieces of gasket. (16) Clean oil pan and all gasket surfaces.
(2) Lubricate new oil filter gasket with clean
engine oil.
INSTALLATION
(3) Screw oil filter on until the gasket contacts
(1) Install the oil pan gasket to the block.
base. Tighten to 21 Nm (15 ft. lbs.).
OI L PAN (Cont inue d)
(2) Apply a 3MM (1/8 inch) bead of Mopart Engine A sensor ground through the PCMs sensor
RTV at the oil pump to engine block parting line return
(Fig. 84). A signal to the PCM relating to engine oil pres-
sure
The oil pressure sensor has a 3 wire electrical
function very much like the Manifold Absolute Pres-
sure (MAP) sensor. Meaning different pressures
relate to different output voltages.
A 5 volt supply is sent to the sensor from the PCM
to power up the sensor. The sensor returns a voltage
signal back to the PCM relating to engine oil pres-
sure. This signal is then transferred (bussed) to the
instrument panel on either a CCD or PCI bus circuit
(depending on vehicle line) to operate the oil pressure
gauge and the check gauges lamp. Ground for the
sensor is provided by the PCM through a low-noise
sensor return.
OI L PU M P
REMOVAL
Fig. 84 OIL PAN GASKET INSTALLATION
(3) Remove timing belt rear cover. (Refer to 9 -
1 - SEALER LOCATION
(3) Install pan and tighten the screws to 12 Nm COVER(S) - REMOVAL)
(105 in. lbs.). (4) Remove oil pan. (Refer to 9 - ENGINE/LUBRI-
(4) Lower engine, and remove Special Tool 8534. CATION/OIL PAN - REMOVAL)
(5) Tighten engine mount thru bolts. (5) Remove crankshaft sprocket using Special
(6) Raise the front axle into position, and reinstall Tools 6793 and C-4685-C2 (Fig. 85).
front axle mounting bolts. If equipped. (6) Remove crankshaft key (Fig. 86).
(7) Reconnect exhaust pipe to manifold.
(8) Install structural collar, if equipped.
(9) Lower vehicle.
(10) Fill engine crankcase with proper oil to cor-
rect level.
(11) Reinstall air cleaner assembly.
OI L PRESSU RE SEN SOR/

SWI T CH
DESCRIPTION
The 3wire, electrical/mechanical engine oil pres-
sure sensor (sending unit) is located in an engine oil
pressure gallery. 1 - SPECIAL TOOL 6793
2 - SPECIAL TOOL C-4685C2
OPERATION
The oil pressure sensor uses three circuits. They (7) Remove oil pick-up tube.
are: (8) Remove oil pump (Fig. 87) and front crankshaft
A 5 volt power supply from the Powertrain Con- seal.
trol Module (PCM)
OI L PU M P (Cont inue d)
(4) Wash all parts in a suitable solvent and
inspect carefully for damage or wear.
CLEANING
(1) Clean all parts thoroughly in a suitable sol-
vent.
INSPECTION
(1) Inspect the mating surface of the oil pump.
Surface should be smooth. Replace pump cover if
scratched or grooved.
(2) Lay a straightedge across the pump cover sur-
face (Fig. 88). If a 0.025 mm (0.001 in.) feeler gauge
can be inserted between cover and straight edge,
cover should be replaced.
(3) Measure thickness and diameter of outer rotor.
If outer rotor thickness measures 9.40 mm (0.370 in.)
or less (Fig. 89), or if the diameter is 79.95 mm
(3.148 in.) or less, replace outer rotor.
Fig. 86 Crankshaft Key (4) If inner rotor measures 9.40 mm (0.370 in.) or
1 - CRANKSHAFT KEY less replace inner rotor (Fig. 90).
Fig. 88 Checking Oil Pump Cover Flatness

1 - STRAIGHT EDGE
2 - FEELER GAUGE
3 - OIL PUMP COVER
ASSEMBLY
(1) Assemble pump, using new parts as required.
Fig. 87 2.4L OIL PUMP Install the inner rotor with chamfer facing the
1 - BOLTS cast iron oil pump cover.
2 - BOLTS (2) Prime oil pump before installation by filling
rotor cavity with engine oil.
DISASSEMBLY (3) Install cover and tighten fasteners to 12 Nm
(1) To remove the relief valve, proceed as follows: (105 in. lbs.).
(a) Remove the threaded plug and gasket from
the oil pump. CAUTION: Oil pump pressure relief valve must be
(b) Remove spring and relief valve. installed correctly or serious engine damage may
(2) Remove oil pump cover fasteners, and lift off occur.
cover.
(3) Remove pump rotors. (4) Install relief valve, spring, gasket and cap.
Tighten cap to 41 Nm (30 ft. lbs.).
Fig. 91 Oil Pump Sealing - Typical

Fig. 89 Measuring Outer Rotor Thickness
1 - O-RING
2 - SEALER LOCATION
Fig. 90 Measuring Inner Rotor Thickness

INSTALLATION
(1) Make sure all surfaces are clean and free of oil
and dirt.
(2) Apply Mopart Gasket Maker to oil pump as
shown in (Fig. 91). Install O-ring into oil pump body
discharge passage.
(3) Prime oil pump with engine oil before installa-
tion.
(4) Align oil pump rotor flats with flats on crank-
shaft. Install the oil pump to the block.
CAUTION: To align, the front crankshaft seal MUST

be out of pump, or damage may result. Fig. 92 Front Crankshaft Seal - Installation
1 - PROTECTOR
(5) Install new front crankshaft seal using Special 2 - SEAL
Tool 6780 (Fig. 92). 3 - SPECIAL TOOL 6780
(6) Install crankshaft key (Fig. 86).
installation depth. An incorrectly installed sprocket
CAUTION: The crankshaft sprocket is set to a pre- will result in timing belt and engine damage.
determined depth from the factory for correct tim- (7) Install crankshaft sprocket using Special Tool
ing belt tracking. If removed, use of Special Tool 6792 (Fig. 93).
6792 is required to set the sprocket to original (8) Install oil pump pick-up tube.
(2) Spray a small stream of water (Spray Bottle) at
the suspected leak area.
(3) If engine RPMS change, the area of the sus-
pected leak has been found.
(4) Repair as required.
REMOVAL
(2) Disconnect connector from inlet air tempera-
ture sensor.
(3) Disconnect air intake tube at throttle body and
remove upper air cleaner housing.
(4) Disconnect connector from throttle position
sensor (TPS).
(5) Disconnect connector from idle air control (IAC)
motor.
Fig. 93 Crankshaft Sprocket - Installation (6) Disconnect connector from MAP sensor.
1 - SPECIAL TOOL 6792 (7) Remove vacuum lines for purge solenoid and
2 - TIGHTEN NUT TO INSTALL PCV valve at intake manifold.
(8) Remove vacuum lines for power brake booster,
(9) Install oil pan. (Refer to 9 - ENGINE/LUBRI- LDP, EGR transducer, and speed control vacuum res-
CATION/OIL PAN - INSTALLATION) ervoir (if equipped) at intake manifold fittings.
(10) Install timing belt rear cover. (Refer to 9 - (9) Disconnect throttle, speed control (if equipped),
ENGINE/VALVE TIMING/TIMING BELT / CHAIN and transaxle control (if equipped) and cables from
COVER(S) - INSTALLATION) throttle lever and bracket. (Refer to 14 - FUEL SYS-
(11) Install timing belt. (Refer to 9 - ENGINE/ TEM/FUEL INJECTION/THROTTLE CONTROL
VALVE TIMING/TIMING BELT/CHAIN AND CABLE - REMOVAL)
SPROCKETS - INSTALLATION) (10) Perform fuel system pressure release proce-
dure before attempting any repairs. (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY - STANDARD
I N TAK E M AN I FOLD PROCEDURE)
(11) Disconnect fuel line. (Refer to 14 - FUEL SYS-
DESCRIPTION TEM/FUEL DELIVERY/QUICK CONNECT FIT-
The intake manifold is a one piece composite mod- TING - STANDARD PROCEDURE)
ule that attaches to the cylinder head with fasteners. (12) Disconnect coolant temperature sensor/fuel
The manifold is a long branch design to enhance low injector wire harness connector.
and mid-range torque (13) Disconnect fuel injector harness.
(14) Remove intake manifold to cylinder head fas-
OPERATION teners.
The intake manifold delivers air to the combustion (15) Remove the manifold from engine.
chambers. This air allows the fuel delivered by the
fuel injectors to ignite when the spark plug fire. CAUTION: Cover intake manifold openings to pre-
vent foreign material from entering engine.
DIAGNOSIS AND TESTING - INTAKE
MANIFOLD LEAKS (16) Inspect the manifold. (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - INSPECTION)
An intake manifold air leak is characterized by
lower than normal manifold vacuum. Also, one or
more cylinders may not be functioning. INSPECTION
(1) Check manifold surfaces for flatness with
WARNING: USE EXTREME CAUTION WHEN THE straight edge. Surface must be flat within 0.15 mm
ENGINE IS OPERATING. DO NOT STAND IN A per 300 mm (0.006 in. per foot) of manifold length.
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR (2) Inspect manifold for cracks or distortion.
HANDS NEAR THE PULLEYS, BELTS OR THE FAN. Replace manifold if necessary.
DO NOT WEAR LOOSE CLOTHING.
(1) Start the engine.

I N TAK E M AN I FOLD (Cont inue d)
INSTALLATION EX H AU ST M AN I FOLD
(1) Clean manifold sealing surfaces.
(2) Install new manifold to cylinder head seals. DESCRIPTION
(3) Install manifold to head. The exhaust manifold is made of Hi-Silicone Moly
(4) Install and tighten intake manifold fasteners to nodular cast iron for strength and high tempera-
28 Nm (250 in. lbs.) in the sequence shown (Fig. 94). tures. The manifold attaches to the cylinder head.
Repeat procedure until all bolts are at specified
torque. OPERATION
The exhaust manifold collects the exhaust gasses
exiting the combustion chambers. Then it channels
the exhaust gasses to the exhaust pipe attached to
the manifold.
REMOVAL
(1) Raise vehicle and disconnect exhaust pipe from
the exhaust manifold.
(3) Disconnect upstream oxygen sensor connector
at the rear of exhaust manifold.
(4) Remove the air cleaner bracket (Fig. 95).
Fig. 94 LOWER INTAKE MANIFOLD TIGHTENING

SEQUENCE
(5) Install throttle cables in bracket.
(6) Connect throttle, speed control, (if equipped),
cables to throttle lever.
(7) Connect vacuum lines for power brake booster,
LDP, EGR transducer, and speed control vacuum res-
ervoir (if equipped) at upper intake manifold fittings.
(8) Connect vacuum lines for purge solenoid and
PCV valve.
(9) Connect electrical connectors for MAP sensor,
throttle position sensor (TPS), and idle air control
(IAC) motor. Fig. 95 AIR CLEANER BRACKET
(10) Connect the fuel line. (Refer to 14 - FUEL 1 - AIR CLEANER BRACKET
SYSTEM/FUEL DELIVERY/QUICK CONNECT FIT- 2 - BOLT (2)
TING - STANDARD PROCEDURE)
(11) Connect coolant temperature sensor/fuel injec- (5) Remove the heat shield.
tor wiring harness electrical connector. (6) Remove the bolts attaching the manifold to the
(12) Install the air cleaner housing and air intake cylinder head.
tube to throttle body. (7) Remove exhaust manifold.
(13) Connect inlet air temperature sensor connec- (8) Inspect the manifold. (Refer to 9 - ENGINE/
tor. MANIFOLDS/EXHAUST MANIFOLD - INSPEC-
(14) Connect negative cable to battery. TION)
EX H AU ST M AN I FOLD (Cont inue d)
CLEANING
(1) Discard gasket (if equipped) and clean all sur-
faces of manifold and cylinder head.
INSPECTION
(1) Inspect manifold gasket surfaces for flatness
with straight edge. Surface must be flat within 0.15
mm per 300 mm (0.006 in. per foot) of manifold
length.
(2) Inspect manifolds for cracks or distortion.
Replace manifold as necessary.
INSTALLATION
(1) Clean the manifold mating surfaces.
(2) Install exhaust manifold with a new gasket.
Tighten attaching nuts to 20 Nm (175 in. lbs.).
(3) Attach exhaust pipe to exhaust manifold and
tighten fasteners to 37 Nm (27 ft. lbs.).
(4) Install and connect the oxygen sensor. (Refer to
14 - FUEL SYSTEM/FUEL INJECTION/O2 SENSOR
- COMPONENT LOCATION)
(5) Install the heat shield.
(6) Install the air cleaner bracket. Fig. 96 TIMING BELT REAR COVER FASTENERS
1 - OUTER COVER TO REAR COVER FASTENERS (3)
2 - REAR COVER TO CYLINDER HEAD FASTENERS
T I M I N G BELT COV ER(S) 4 - INNER COVER TO BLOCK FASTENERS
REMOVAL CAUTION: Do not use an impact wrench for tighten-

ing camshaft sprocket bolt. Damage to the timing
FRONT COVER locating pin can occur. Hand tighten using a
(1) Remove crankshaft vibration damper. (Refer to wrench ONLY.
9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - REMOVAL) (2) Install camshaft sprockets, and camshaft target
(2) Remove generator drive belt tensioner assem- ring. Hold sprockets with Special Tool 6848 and
bly. (Refer to 7 - COOLING/ACCESSORY DRIVE/ tighten center bolt to 101 Nm (75 ft. lbs.).
BELT TENSIONERS - REMOVAL) (3) Install timing belt idler pulley and tighten
(3) Remove timing belt front cover bolts, and mounting bolt to 61 Nm (45 ft. lbs.).
remove covers. (4) Install timing belt. (Refer to 9 - ENGINE/
REAR COVER SPROCKETS - INSTALLATION)
(1) Remove front covers. (5) Install accessory drive bracket (Fig. 97).
(2) Remove timing belt. (Refer to 9 - ENGINE/ (6) Install front covers.
SPROCKETS - REMOVAL) FRONT COVER
(3) Hold camshaft sprocket with Special Tool 6847 (1) Install timing belt front covers (Fig. 98).
while removing center bolt. Tighten fasteners to 7 Nm (60 in. lbs.).
(4) Remove timing belt idler pulley. (2) Install generator drive belt tensioner. (Refer to
(5) Remove rear cover fasteners and remove cover 7 - COOLING/ACCESSORY DRIVE/BELT TEN-
from engine. SIONERS - INSTALLATION)
(3) Install crankshaft vibration damper. (Refer to 9
INSTALLATION - ENGINE/ENGINE BLOCK/VIBRATION DAMPER -
INSTALLATION)
REAR COVER
(1) Install timing belt rear cover and bolts (Fig.
96). Torque bolts to 12 Nm (105 in. lbs).
T I M I N G BELT COV ER(S) (Cont inue d)
T I M I N G BELT AN D
SPROCK ET (S)
REM OVAL
REMOVAL - TIMING BELT
(1) Remove air cleaner upper cover, housing, and
clean air tube.
(2) Raise vehicle on hoist.
(3) Remove accessory drive belts. (Refer to 7 -
COOLING/ACCESSORY DRIVE/BELT TENSION-
ERS - REMOVAL)
(4) Remove crankshaft vibration damper. (Refer to
DAMPER - REMOVAL)
(5) Remove air conditioner/generator belt tensioner
and pulley assembly. (Refer to 7 - COOLING/ACCES-
SORY DRIVE/BELT TENSIONERS - REMOVAL)
(6) Remove timing belt lower front cover bolts and
remove cover. (Refer to 9 - ENGINE/VALVE TIMING/
Fig. 97 ACCESSORY DRIVE BRACKET TIMING BELT / CHAIN COVER(S) - REMOVAL)
(7) Lower vehicle.
1- UPPER TIMING BELT COVER
2- LOWER TIMING BELT COVER (8) Remove bolts attaching timing belt upper front
3- BELT TENSIONER cover and remove cover. (Refer to 9 - ENGINE/
4- ACCESSORY DRIVE BRACKET VALVE TIMING/TIMING BELT / CHAIN COVER(S)
- REMOVAL)
CAUTION: When aligning crankshaft and camshaft

timing marks always rotate engine from crankshaft.
Camshaft should not be rotated after timing belt is
removed. Damage to valve components may occur.
Always align timing marks before removing timing
belt.
(9) Before the removal of the timing belt, rotate

crankshaft until the TDC mark on oil pump housing
aligns with the TDC mark on crankshaft sprocket
(trailing edge of sprocket tooth) (Fig. 99).
NOTE: The crankshaft sprocket TDC mark is

located on the trailing edge of the sprocket tooth.
Failure to align trailing edge of sprocket tooth to
TDC mark on oil pump housing will cause the cam-
shaft timing marks to be misaligned.
(10) Install 6 mm Allen wrench into belt tensioner.

Before rotating the tensioner, insert the long end of a
1/8 or 3 mm Allen wrench into the pin hole on the
Fig. 98 TIMING BELT COVERS front of the tensioner (Fig. 100). While rotating the
tensioner counterclockwise, push in lightly on the
1- UPPER TIMING BELT COVER
2- REAR TIMING BELT COVER 1/8 or 3 mm Allen wrench, until it slides into the
3- LOWER TIMING BELT COVER locking hole.
4- ACCESSORY DRIVE BRACKET NOT SHOWN (11) Remove timing belt.
T I M I N G BELT AN D SPROCK ET (S) (Cont inue d)
REMOVAL - CRANKSHAFT SPROCKET

(2) Remove timing belt (Refer to 9 - ENGINE/
SPROCKETS - REMOVAL).
(3) Remove crankshaft sprocket using Special
Tools 6793 and insert C-4685-C2 (Fig. 101).

2 - SPECIAL TOOL C-4685C2
Fig. 99 Crankshaft and Camshaft Timing CLEANING

1 - CAMSHAFT TIMING MARKS Do Not attempt to clean a timing belt. If contami-
2 - CRANKSHAFT TDC MARKS nation from oil, grease, or coolants have occurred, the
3 - TRAILING EDGE OF SPROCKET TOOTH
timing belt should be replaced.
Clean all sprockets using a suitable solvent. Clean
all sprocket grooves of any debris.
I N STALLAT I ON
INSTALLATION - CRANKSHAFT SPROCKET
CAUTION: The crankshaft sprocket is set to a pre-
determined depth from the factory for correct tim-
ing belt tracking. If removed, use of Special Tool
6792 is required to set the sprocket to original
will result in timing belt and engine damage.
(1) Install crankshaft sprocket using Special Tool

6792 (Fig. 102).
(2) Install timing belt. (Refer to 9 - ENGINE/
SPROCKETS - INSTALLATION)
Fig. 100 Locking Timing Tensioner

1 - 1/8 OR 3mm ALLEN WRENCH
2 - BELT TENSIONER
3 - 6mm ALLEN WRENCH
(3) Install timing belt. Starting at the crankshaft,
go around the water pump sprocket, idler pulley,
camshaft sprockets and then around the tensioner
(Fig. 104).
(4) Move the exhaust camshaft sprocket counter-
clockwise (Fig. 104) to align marks and take up belt
slack.
Fig. 102 Crankshaft Sprocket - Installation

2 - TIGHTEN NUT TO INSTALL
INSTALLATION - TIMING BELT

CAUTION: The crankshaft sprocket is set to a pre-
determined depth from the factory for correct tim-
ing belt tracking. If removed, use of Special Tool
6792 is required to set the sprocket to original
will result in timing belt and engine damage.
(1) Set crankshaft sprocket to TDC by aligning the

sprocket with the arrow on the oil pump housing.
(2) Set camshafts timing marks so that the
exhaust camshaft sprocket is a 1/2 notch below the
intake camshaft sprocket (Fig. 103).
CAUTION: Ensure that the arrows on both camshaft

sprockets are facing up.
Fig. 104 Timing Belt - Installation - Typical

1 - ROTATE CAMSHAFT SPROCKET TO TAKE UP BELT SLACK
2 - CAMSHAFT TIMING MARKS 1/2 NOTCH LOCATION
3 - CRANKSHAFT AT TDC
4 - INSTALL BELT IN THIS DIRECTION
(5) Insert a 6 mm Allen wrench into the hexagon

opening located on the top plate of the belt tensioner
pulley. Rotate the top plate COUNTERCLOCK-
WISE. The tensioner pulley will move against the
belt and the tensioner setting notch will eventually
start to move clockwise. Watching the movement of
the setting notch, continue rotating the top plate
counterclockwise until the setting notch is aligned
with the spring tang (Fig. 105). Using the allen
Fig. 103 Camshaft Sprocket Alignment wrench to prevent the top plate from moving, torque
1 - CAMSHAFT SPROCKET-EXHAUST the tensioner lock nut to 30 Nm (22 ft. lbs.). Setting
2 - CAMSHAFT SPROCKET-INTAKE
3 - 1/2 NOTCH LOCATION notch and spring tang should remain aligned after
lock nut is torqued.
Fig. 105 Timing Belt Tension Adjustment

1 - ALIGN SETTING NOTCH WITH SPRING TANG
2 - TOP PLATE
3 - 6mm ALLEN WRENCH
4 - LOCK NUT Fig. 106 Crankshaft and Camshaft Timing
5 - SETTING NOTCH 1 - CAMSHAFT TIMING MARKS
6 - SPRING TANG 2 - CRANKSHAFT TDC MARKS
3 - TRAILING EDGE OF SPROCKET TOOTH
(6) Remove allen wrench and torque wrench.
NOTE: Repositioning the crankshaft to the TDC posi-

tion must be done only during the CLOCKWISE rota-
tion movement. If TDC is missed, rotate a further two
revolutions until TDC is achieved. DO NOT rotate
crankshaft counterclockwise as this will make verifi-
cation of proper tensioner setting impossible.
(7) Once the timing belt has been installed and

tensioner adjusted, rotate the crankshaft CLOCK-
WISE two complete revolutions manually for seating
of the belt, until the crankshaft is repositioned at the
TDC position. Verify that the camshaft and crank-
shaft timing marks are in proper position (Fig. 106).
(8) Check if the spring tang is within the tolerance
window (Fig. 107). If the spring tang is within the
tolerance window, the installation process is complete
and nothing further is required. If the spring tang is
not within the tolerance window, repeat Steps 5
through 7.
(9) Install timing belt front covers and bolts.
(Refer to 9 - ENGINE/VALVE TIMING/TIMING
BELT / CHAIN COVER(S) - INSTALLATION) Fig. 107 Timing Belt Tension Verification
(10) Install air conditioning/generator belt ten-
1 - SPRING TANG
sioner and pulley. (Refer to 7 - COOLING/ACCES- 2 - TOLERANCE WINDOW
SORY DRIVE/BELT TENSIONERS -
INSTALLATION)
(11) Install crankshaft vibration damper. (Refer to
DAMPER - INSTALLATION)
(12) Install accessory drive belts. (Refer to 7 -
INSTALLATION)
(13) Install drive belt splash shield.
(14) Install air cleaner housing, upper cover, and
clean air tube.
T I M I N G BELT T EN SI ON ER &
PU LLEY
REMOVAL
(1) Remove the timing belt. (Refer to 9 - ENGINE/
(2) Remove timing belt idler pulley.
(3) Hold camshaft sprocket with Special Tool 6847
while removing bolt (Fig. 108). Remove both cam
sprockets.
Fig. 109 TIMING BELT REAR COVER FASTENERS
2 - REAR COVER TO CYLINDER HEAD FASTENERS
4 - INNER COVER TO BLOCK FASTENERS
(2) Torque the tensioners lower mounting bolt to

61 Nm (45 ft. lbs.). Remove the upper bolt used for
tensioner alignment.
(3) Install rear timing belt cover and fasteners.
(4) Install timing belt idler pulley and torque
mounting bolt to 61 Nm (45 ft. lbs.).
(5) Install camshaft sprockets. Use Special Tool
6847 to hold sprockets, torque bolts to 101 Nm (75
ft. lbs.).
(6) Install the timing belt. (Refer to 9 - ENGINE/
SPROCKETS - INSTALLATION)
Fig. 108 Camshaft Sprocket - Removal/Installation BALAN CE SH AFT S AN D

1 - SPECIAL TOOL 6847 CARRI ER ASSEM BLY
(4) Remove rear timing belt cover fasteners and DESCRIPTION
remove cover from engine (Fig. 109). The 2.4L engine is equipped with two nodular cast
(5) Remove lower bolt attaching timing belt ten- iron balance shafts installed in a cast aluminum car-
sioner assembly to engine and remove tensioner as rier attached to the lower cylinder block (Fig. 110).
an assembly.
OPERATION
INSTALLATION The balance shafts are driven by the crankshaft
(1) Align timing belt tensioner assembly to engine via a roller chain and sprockets. The balance shafts
and install lower mounting bolt but do not tighten. are connected by helical gears. The dual counter
To properly align tensioner assemblyinstall one of rotating shafts decrease second order vertical shak-
the engine bracket mounting bolts (M10) 5 to 7 turns ing forces caused by component movement.
into the tensioners upper mounting location.
BALAN CE SH AFT S AN D CARRI ER ASSEM BLY (Cont inue d)
Fig. 110 Balance Shafts and Carrier Assembly Fig. 111 Chain Cover, Guide and Tensioner
1 - SPROCKET 7 - GEARS 1 - STUD
2 - TENSIONER 8 - GEAR COVER 2 - TENSIONER (ADJUSTER)
3 - PLUG 9 - CHAIN COVER 3 - GEAR COVER
4 - CARRIER 10 - SPROCKET 4 - ADJUSTER SCREW
5 - REAR COVER 11 - GUIDE 5 - SHOULDERED PIVOT SCREW
6 - BALANCE SHAFTS 12 - CHAIN 6 - CHAIN COVER (CUTAWAY)
7 - GUIDE
REMOVAL
BALANCE SHAFTS/CHAIN/SPROCKETS
NOTE: For service procedures requiring only tem-
porary relocation of carrier assembly refer to BAL-
ANCE SHAFT CARRIER procedure below.
(1) Drain engine oil.

(2) Remove the oil pan and pick-up tube (Refer to
9 - ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(3) If replacing crankshaft sprocket, remove oil
pump (Refer to 9 - ENGINE/LUBRICATION/OIL
PUMP - REMOVAL).
(4) Remove chain cover, guide and tensioner. Dis-
card pivot screw and adjuster screw. (Fig. 111).
(5) Remove screw retaining balance shaft drive
sprocket (Fig. 112). Remove chain and sprocket.
(6) Using two wide pry bars, work the crankshaft
sprocket back and forth until it is off the crankshaft-
shaft.
(7) Remove gear cover retaining stud (double
ended to also retain chain guide). Remove cover and
balance shaft gears (Fig. 113). Fig. 112 Drive Chain and Sprockets
(8) Remove rear cover and balance shafts (Fig. 1 - NICKEL PLATED LINK AND MARK
114). 2 - GEAR/SPROCKET SCREWS
3 - NICKEL PLATED LINK AND DOT
(9) Remove four carrier to crankcase attaching
bolts to separate carrier from engine bedplate.
(2) Remove the oil pan and pick-up tube (Refer to
9 - ENGINE/LUBRICATION/OIL PAN - INSTALLA-
TION).
(3) Remove chain cover, guide and tensioner (Fig.
111).
(4) Remove screw retaining balance shaft drive
sprocket (Fig. 112).
(5) Move balance shaft inboard through drive
chain sprocket. Sprocket will hang in lower chain
loop.
(6) Remove carrier to crankcase attaching bolts to
remove carrier.
INSTALLATION
BALANCE SHAFT INSTALLATION/TIMING
Fig. 113 Gear Cover and Gears Balance shaft and carrier assembly installation is
1 - STUD (DOUBLE ENDED) the reverse of the removal procedure. During instal-
2 - DRIVE GEAR lation crankshaft-to-balance shaft timing must
3 - DRIVEN GEAR
4 - CARRIER DOWEL be established. Refer to Timing procedure in
5 - GEAR(S) this section.
6 - GEAR COVER (1) With balance shafts installed in carrier (Fig.
110) position carrier on crankcase and install four
attaching bolts and tighten to 54 Nm (40 ft. lbs.).
(2) Turn balance shafts until both shaft key ways
are up, parallel to vertical centerline of engine.
Install short hub drive gear on sprocket driven shaft
and long hub gear on gear driven shaft. After instal-
lation gear and balance shaft keyways must be up
with gear timing marks meshed as shown in (Fig.
115).
Fig. 115 Gear Timing

Fig. 114 Balance Shaft(s)Removal/Installation 1 - KEY WAYS UP
1 - REAR COVER 2 - GEAR ALIGNMENT DOTS
2 - CARRIER
3 - BALANCE SHAFT
BALANCE SHAFT CARRIER

The following components will remain intact dur-
ing carrier removal: Gear cover, gears, balance shafts
and the rear cover (Fig. 110).
(1) Drain engine oil.
(3) Install gear cover and tighten double ended (7) Place chain over crankshaft sprocket so that
stud/washer fastener to 12 Nm (105 in. lbs.). the plated link of the chain is over the number 1 cyl-
(4) Align flat on balance shaft drive sprocket to the inder timing mark on the balance shaft crankshaft
flat on crankshaft (Fig. 116). sprocket (Fig. 118).
(5) Install balance shaft drive sprocket on crank- (8) Place balance shaft sprocket into the timing
shaft using Special Tool 6052 (Fig. 117). chain (Fig. 118) and align the timing mark on the
sprocket (dot) with the (lower) plated link on the
chain.
NOTE: The lower plated link is 8 links from the

upper link.
(9) With balance shaft keyways pointing up (12

oclock) slide the balance shaft sprocket onto the nose
of the balance shaft. The balance shaft may have to
be pushed in slightly to allow for clearance.
Fig. 116 Balance Shaft Sprocket Alignment to

Crankshaft
1 - ALIGN FLATS
Fig. 118 Balance Shaft Timing

1 - MARK ON SPROCKET
2 - KEYWAYS UP
3 - ALIGN MARKS
4 - PLATED LINK
5 - PARTING LINE (BEDPLATE TO BLOCK)
Fig. 117 Balance Shaft Drive Sprocket - Installation 6 - PLATED LINK
1 - SPROCKET
2 - SPECIAL TOOL 6052 NOTE: THE TIMING MARK ON THE SPROCKET, THE
(LOWER) NICKEL PLATED LINK, AND THE ARROW
(6) Turn crankshaft until number 1 cylinder is at ON THE SIDE OF THE GEAR COVER SHOULD LINE
top dead center (TDC). The timing marks on the UP WHEN THE BALANCE SHAFTS ARE TIMED
chain sprocket should line up with the parting line CORRECTLY.
on the left side of number one main bearing cap.
(Fig. 118).
(10) If the sprockets are timed correctly, install the
balance shaft bolts and tighten to 28 Nm (250 in.
lbs.). A wood block placed between crankcase and
crankshaft counterbalance will prevent crankshaft
and gear rotation.
(11) CHAIN TENSIONING:
(a) Install chain tensioner loosely assembled
with new adjuster screw and shouldered pivot
screw.
(b) Position guide on double ended stud making
sure tab on the guide fits into slot on the gear
cover. Install and tighten nut/washer assembly to
12 Nm (105 in. lbs.).
(c) Place a shim 1 mm (0.039 in.) thick x 70 mm
(2.75 in.) long between tensioner and chain. Push
tensioner and shim up against the chain. Apply
firm pressure 2.53 Kg (5.56.6 lbs.) directly
behind the adjustment slot to take up all
slack. Chain must have shoe radius contact as
shown in (Fig. 119).
(d) With the load applied, tighten top tensioner
adjuster bolt first, then bottom shouldered pivot
bolt. Tighten bolts to 12 Nm (105 in. lbs.). Remove Fig. 119 Chain Tension Adjustment
shim. 1 - 1MM (0.039 IN.) SHIM
(e) Install carrier covers and tighten screws to 2 - TENSIONER (ADJUSTER) BOLT
3 - SHOULDERED PIVOT BOLT
12 Nm (105 in. lbs.).
(12) If removed, install oil pump (Refer to 9 -
ENGINE/LUBRICATION/OIL PUMP - INSTALLA-
REMOVAL
TION).
SHAFT - REMOVAL)
(13) Install pick-up tube and oil pan (Refer to 9 -
ENGINE/LUBRICATION/OIL PAN - INSTALLA-
TION).
INSTALLATION
(14) Fill engine crankcase with proper oil to cor- (Refer to 9 - ENGINE/VALVE TIMING/BALANCE
rect level. SHAFT - INSTALLATION)
BALAN CE SH AFT CARRI ER

DESCRIPTION
The 2.4L engine is equipped with two nodular cast
iron balance shafts installed in a cast aluminum car-
rier attached to the lower cylinder block (Fig. 120).
OPERATION
The balance shafts are driven by the crankshaft
via a roller chain and sprockets. The balance shafts
are connected by helical gears. The dual counter
rotating shafts decrease second order vertical shak-
ing forces caused by component movement.
BALAN CE SH AFT CARRI ER (Cont inue d)
Fig. 120 Balance Shafts and Carrier Assembly

1 - SPROCKET 7 - GEARS
2 - TENSIONER 8 - GEAR COVER
3 - PLUG 9 - CHAIN COVER
4 - CARRIER 10 - SPROCKET
5 - REAR COVER 11 - GUIDE
6 - BALANCE SHAFTS 12 - CHAIN
BALAN CE SH AFT CH AI N
REMOVAL
SHAFT - REMOVAL)
INSTALLATION
SHAFT - INSTALLATION)
EN GI N E 4 .0 L
TABLE OF CONTENTS
page page
ENGINE 4.0L INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 88

DESCRIPTION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 88
DESCRIPTION - ENGINE BLOCK . . . . . . . . . 68 INTAKE/EXHAUST VALVES & SEATS
DESCRIPTION - ENGINE ............. . . 68 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 89
DIAGNOSIS AND TESTING STANDARD PROCEDURE - VALVE SERVICE . . 89
DIAGNOSIS AND TESTING - ENGINE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
DIAGNOSIS - INTRODUCTION . . . . . . . . . . . 69 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 91
DIAGNOSIS AND TESTING - ENGINE ROCKER ARM / ADJUSTER ASSEMBLY
DIAGNOSIS - PERFORMANCE . . . . . . . . . . . 70 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 91
DIAGNOSIS AND TESTING - ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
DIAGNOSIS - MECHANICAL . . . . . . . . . . . . . 72 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
DIAGNOSIS AND TESTINGCYLINDER CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
COMPRESSION PRESSURE . . . . . . . . . . . . . 74 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 92
DIAGNOSIS AND TESTING - CYLINDER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 92
COMBUSTION PRESSURE LEAKAGE . . . . . . 74 VALVE STEM SEALS
STANDARD PROCEDURE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 93
STANDARD PROCEDURE - FORM-IN- VALVE SPRINGS
PLACE GASKETS . . . . . . . . . . . . . . . . . . . . . 75 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 93
STANDARD PROCEDURE - HYDROSTATIC STANDARD PROCEDURE - VALVE SPRING
LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 TENSION TEST . . . . . . . . . . . . . . . . . . . . . . . 93
STANDARD PROCEDURE - SERVICE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
ENGINE ASSEMBLY (SHORT BLOCK) . . . . . . 76 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 95
STANDARD PROCEDURE - REPAIR ENGINE BLOCK
DAMAGED OR WORN THREADS . . . . . . . . . 76 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
STANDARD PROCEDURE - ENGINE INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . 95
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . 76 CAMSHAFT & BEARINGS (IN BLOCK)
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 78 REMOVAL
SPECIFICATIONS REMOVAL - CAMSHAFT BEARINGS . . . . . . . 96
ENGINE - 4.0L . . . . . . . . . . . . . . . . . . . . . . . . 79 REMOVAL - CAMSHAFT . . . . . . . . . . . . . . . . 96
TORQUE - 4.0L ENGINE . . . . . . . . . . . . . . . . 83 INSTALLATION
AIR CLEANER ELEMENT INSTALLATION - CAMSHAFT BEARINGS . . . 97
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 INSTALLATION - CAMSHAFT . . . . . . . . . . . . 97
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 84 CONNECTING ROD BEARINGS
AIR CLEANER HOUSING STANDARD PROCEDURE - FITTING
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 CONNECTING ROD BEARINGS . . . . . . . . . . 98
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 84 CRANKSHAFT
CYLINDER HEAD DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 101
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 85 CRANKSHAFT MAIN BEARINGS
DIAGNOSIS AND TESTING - ENGINE STANDARD PROCEDURE - FITTING
CYLINDER HEAD GASKET FAILURE . . . . . . . 85 CRANKSHAFT MAIN BEARINGS . . . . . . . . . 101
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 104
INSPECTION ........................ . . 86 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 105
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 86 CRANKSHAFT OIL SEAL - FRONT
CYLINDER HEAD COVER(S) REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 88 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 106
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 CRANKSHAFT OIL SEAL - REAR
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 107 OIL

HYDRAULIC LIFTERS STANDARD PROCEDURE - ENGINE OIL
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 107 SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 OIL FILTER
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 107 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 108 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 121
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 108 OIL PAN
PISTON & CONNECTING ROD DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 121
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 109 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
STANDARD PROCEDURE - PISTON FITTING . 109 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 122
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 ENGINE OIL PRESSURE SENSOR
PISTON RINGS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 123
STANDARD PROCEDURE - PISTON RING OIL PUMP
FITTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
VIBRATION DAMPER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 123
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 VALVE TIMING
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 114 STANDARD PROCEDURE - VALVE TIMING . . 124
STRUCTURAL SUPPORT TIMING BELT / CHAIN COVER(S)
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 115 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 124
FRONT MOUNT TIMING BELT/CHAIN AND SPROCKETS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
REAR MOUNT INTAKE MANIFOLD
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 126
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 117 DIAGNOSIS AND TESTING - INTAKE
LUBRICATION MANIFOLD LEAKAGE . . . . . . . . . . . . . . . . . 126
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 117 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 127
DIAGNOSIS AND TESTING EXHAUST MANIFOLD
DIAGNOSIS AND TESTING - ENGINE OIL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 128
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . 119 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
DIAGNOSIS AND TESTING - ENGINE OIL
LEAK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
EN GI N E 4 .0 L The crankshaft rotation is clockwise, when viewed

from the front of the engine. The crankshaft rotates
within seven main bearings. The camshaft rotates
DESCRI PT I ON within four bearings.
BUILD DATE CODE
DESCRIPTION - ENGINE BLOCK The engine Build Date Code is located on a
The cylinder block is a cast iron inline six cylinder machined surface on the right side of the cylinder
design. The cylinder block is drilled forming galleries block between the No.2 and No.3 cylinders (Fig. 3).
for both oil and coolant (Fig. 1). The digits of the code identify:
1st DigitThe year (0 = 2000).
DESCRIPTION - ENGINE 2nd & 3rd DigitsThe month (01 - 12).
The 4.0 Liter (242 CID) six-cylinder engine is an 4th & 5th DigitsThe engine type/fuel system/
In-line, lightweight, overhead valve engine. compression ratio (MX = A 4.0 Liter (242 CID) engine
This engine is designed for unleaded fuel. The with a multi-point fuel injection system).
engine cylinder head has dual quench-type combus- 6th & 7th DigitsThe day of engine build (01 -
tion chambers that create turbulence and fast burn- 31).
ing of the air/fuel mixture. This results in good fuel (1) FOR EXAMPLE: Code * 001MX12 * identifies
economy. a 4.0 Liter (242 CID) engine with a multi-point fuel
The cylinders are numbered 1 through 6 from front injection system, and built on January 12, 2000.
to rear. The firing order is 1-5-3-6-2-4 (Fig. 2).
Fig. 3 Build Date Code Location

Fig. 1 4.0L Cylinder Block with Main Bearing Caps 1 - YEAR
2 - MONTH
and Cap Brace 3 - DAY
1 - BLOCK
2 - MAIN BEARING CAP BRACE DI AGN OSI S AN D T EST I N G
DIAGNOSIS AND TESTING - ENGINE
DIAGNOSIS - INTRODUCTION
Engine diagnosis is helpful in determining the
causes of malfunctions not detected and remedied by
routine maintenance.
These malfunctions may be classified as either per-
formance (e.g., engine idles rough and stalls) or
mechanical (e.g., a strange noise).
(Refer to 9 - ENGINE - DIAGNOSIS AND TEST-
ING) (PERFORMANCE) or (Refer to 9 - ENGINE -
DIAGNOSIS AND TESTING) (MECHANICAL) for
possible causes and corrections of malfunctions.
Additional tests and diagnostic procedures may be
necessary for specific engine malfunctions that can
not be isolated with the Service Diagnosis charts.
Information concerning additional tests and diagno-
sis is provided within the following diagnosis:
Fig. 2 Engine Firing Order ING) (PERFORMANCE)
ING) (MECHANICAL)
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - PERFORMANCE

EN GI N E PERFORM AN CE DI AGN OSI S CH ART
ENGINE WILL NOT 1. Weak or dead battery 1. Charge/Replace Battery. (Refer to 8 -

CRANK ELECTRICAL/BATTERY SYSTEM/
BATTERY - STANDARD PROCEDURE),
for correct procedures. Check charging
system. (Refer to 8 - ELECTRICAL/
CHARGING - DIAGNOSIS AND
TESTING), for correct procedures.
2. Corroded or loose battery 2. Clean/tighten suspect battery/starter

connections connections
3. Faulty starter or related circuit(s) 3. Check starting system. (Refer to 8 -
ELECTRICAL/STARTING - DIAGNOSIS
AND TESTING), for correct diagnostics/
procedures
4. Siezed accessory drive component 4. Remove accessory drive belt and
attempt to start engine. If engine starts,
repair/replace siezed component.
5. Engine internal mechanical failure or 5. (Refer to 9 - ENGINE - DIAGNOSIS
hydro-static lock AND TESTING), for correct diagnostics/
procedures
ENGINE CRANKS BUT 1. No spark 1. Check for spark. (Refer to 8 -

WILL NOT START ELECTRICAL/IGNITION CONTROL -
SPECIFICATIONS), for correct
procedures.
2. No fuel 2. Perform fuel pressure test (Refer to

14 - FUEL SYSTEM/FUEL DELIVERY/
FUEL PUMP - DIAGNOSIS AND
TESTING), and if necessary, inspect fuel
injector(s) and driver circuits. (Refer to
14 - FUEL SYSTEM/FUEL INJECTION/
FUEL INJECTOR - DIAGNOSIS AND
TESTING), for correct procedures.
3. Low or no engine compression 3. Perform cylinder compression
pressure test. (Refer to 9 - ENGINE -
ENGINE LOSS OF 1. Worn or burned distributor rotor 1. Install new distributor rotor
POWER
2. Worn camshaft position sensor shaft 2. Remove and repair camshaft position
sensor.(Refer to 8 - ELECTRICAL/
IGNITION CONTROL/CAMSHAFT
POSITION SENSOR - REMOVAL).
3. Worn or incorrect gapped spark plugs 3. Clean plugs and set gap. (Refer to 8 -
ELECTRICAL/IGNITION CONTROL/
SPARK PLUG - CLEANING).
4. Dirt or water in fuel system 4. Clean system and replace fuel filter
5. Faulty fuel pump 5. Install new fuel pump
6. Incorrect valve timing 6. Correct valve timing

7. Blown cylinder head gasket 7. Install new cylinder head gasket
8. Low compression 8. Test cylinder compression. (Refer to 9
- ENGINE - DIAGNOSIS AND
TESTING).
9. Burned, warped, or pitted valves 9. Install/Reface valves as necessary
10. Plugged or restricted exhaust 10. Install new parts as necessary
system
11. Faulty ignition coil rail 11. Test and replace, as necessary.
(Refer to 8 - ELECTRICAL/IGNITION
CONTROL/COIL RAIL - REMOVAL).
ENGINE STALLS OR 1. Carbon build-up on throttle plate 1. Remove throttle body and de-carbon.
ROUGH IDLE (Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/THROTTLE BODY -
REMOVAL) for correct procedure.
2. Engine idle speed too low 2. Check Idle Air Control circuit.
3. Worn or incorrectly gapped spark 3. Replace or clean and re-gap spark
plugs plugs. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG -
CLEANING)
4. Faulty coil rail 4. Test and replace, if necessary. (Refer
to 8 - ELECTRICAL/IGNITION
CONTROL/COIL RAIL - REMOVAL)
5. Intake manifold vacuum leak 5. Inspect intake manifold gasket and
vacuum hoses. Replace if necessary.
(Refer to 9 - ENGINE/MANIFOLDS/
INTAKE MANIFOLD - DIAGNOSIS AND
TESTING).
ENGINE MISSES ON 1. Worn or incorrectly gapped spark 1. Replace spark plugs or clean and set
ACCELERATION plugs gap.
2. Spark plug cables defective or 2. Replace spark plug cables.
crossed
3. Dirt in fuel system 3. Clean fuel system
4. Burned, warped or pitted valves 4. Install new valves
5. Faulty coil rail 5. Test and replace as necessary. (Refer
to 8 - ELECTRICAL/IGNITION
CONTROL/COIL RAIL - REMOVAL)
DIAGNOSIS AND TESTING - ENGINE DIAGNOSIS - MECHANICAL

EN GI N E M ECH AN I CAL DI AGN OSI S CH ART
NOISY VALVES/LIFTERS 1. High or low oil level in crankcase 1. Check for correct oil level. Adjust
oil level by draining or adding as
needed
2. Thin or diluted oil 2. Change oil. (Refer to 9 -

ENGINE/LUBRICATION/OIL -
STANDARD PROCEDURE)
3. Low oil pressure 3. Check engine oil level. If ok,
Perform oil pressure test. (Refer to
9 - ENGINE/LUBRICATION -
DIAGNOSIS AND TESTING) for
engine oil pressure test/
specifications
4. Dirt in tappets/lash adjusters 4. Clean/replace hydraulic
tappets/lash adjusters
5. Bent push rod(s) 5. Install new push rods
6. Worn rocker arms 6. Inspect oil supply to rocker arms
and replace worn arms as needed
7. Worn tappets/lash adjusters 7. Install new hydraulic tappets/lash
adjusters
8. Worn valve guides 8. Inspect all valve guides and
replace as necessary
9. Excessive runout of valve seats 9. Grind valves and seats
or valve faces
CONNECTING ROD NOISE 1. Insufficient oil supply 1. Check engine oil level.

DIAGNOSIS AND TESTING) engine
oil pressure test/specifications
3. Thin or diluted oil 3. Change oil to correct viscosity.
(Refer to 9 - ENGINE/
LUBRICATION/OIL - STANDARD
PROCEDURE) for correct
procedure/engine oil specifications
4. Excessive connecting rod 4. Measure bearings for correct
bearing clearance clearance with plasti-gage. Repair
as necessary
5. Connecting rod journal out of 5. Replace crankshaft or grind
round journals
6. Misaligned connecting rods 6. Replace bent connecting rods
MAIN BEARING NOISE 1. Insufficient oil supply 1. Check engine oil level.

4. Excessive main bearing 4. Measure bearings for correct
clearance clearance. Repair as necessary
5. Excessive end play 5. Check crankshaft thrust bearing
for excessive wear on flanges
6. Crankshaft main journal out of 6. Grind journals or replace
round or worn crankshaft
7. Loose flywheel or torque 7. Inspect crankshaft, flexplate/
converter flywheel and bolts for damage.
Tighten to correct torque
LOW OIL PRESSURE 1. Low oil level 1. Check oil level and fill if
necessary
2. Faulty oil pressure sending unit 2. Install new sending unit

3. Clogged oil filter 3. Install new oil filter
4. Worn oil pump 4. Replace oil pump assembly.
6. Excessive bearing clearance 6. Measure bearings for correct
clearance
7. Oil pump relief valve stuck 7. Remove valve to inspect, clean
and reinstall
8. Oil pickup tube loose, broken, 8. Inspect oil pickup tube and pump,
bent or clogged and clean or replace if necessary
9. Oil pump cover warped or 9. Install new oil pump
cracked
OIL LEAKS 1. Misaligned or deteriorated 1. Replace gasket

gaskets
2. Loose fastener, broken or porous 2. Tighten, repair or replace the part

metal part
3. Front or rear crankshaft oil seal 3. Replace seal
leaking
4. Leaking oil gallery plug or cup 4. Remove and reseal threaded
plug plug. Replace cup style plug
EXCESSIVE OIL CONSUMPTION 1. CCV System malfunction 1. (Refer to 25 - EMISSIONS

OR SPARK PLUGS OIL FOULED CONTROL/EVAPORATIVE
EMISSIONS - DESCRIPTION) for
correct operation
2. Defective valve stem seal(s) 2. Repair or replace seal(s)
3. Worn or broken piston rings 3. Hone cylinder bores. Install new
rings
4. Scuffed pistons/cylinder walls 4. Hone cylinder bores and replace
pistons as required
5. Carbon in oil control ring groove 5. Remove rings and de-carbon
piston
6. Worn valve guides 6. Inspect/replace valve guides as
necessary
7. Piston rings fitted too tightly in 7. Remove rings and check ring end
grooves gap and side clearance. Replace if
necessary
DIAGNOSIS AND TESTING CYLINDER Any causes for combustion/compression pressure

loss.
COMPRESSION PRESSURE
(1) Check the coolant level and fill as required. DO
The results of a cylinder compression pressure test
NOT install the radiator cap.
can be utilized to diagnose several engine malfunc-
(2) Start and operate the engine until it attains
tions.
normal operating temperature, then turn the engine
Ensure the battery is completely charged and the
OFF.
engine starter motor is in good operating condition.
(3) Remove the spark plugs (Refer to 8 - ELEC-
Otherwise, the indicated compression pressures may
TRICAL/IGNITION CONTROL/SPARK PLUG -
not be valid for diagnosis purposes.
REMOVAL).
(1) Clean the spark plug recesses with compressed
(4) Remove the oil filler cap.
air.
(5) Remove the air cleaner.
(2) Remove the spark plugs (Refer to 8 - ELEC-
(6) Calibrate the tester according to the manufac-
TRICAL/IGNITION CONTROL/SPARK PLUG -
turers instructions. The shop air source for testing
REMOVAL).
should maintain 483 kPa (70 psi) minimum, 1,379
(3) Secure the throttle in the wide-open position.
kPa (200 psi) maximum and 552 kPa (80 psi) recom-
(4) Disconnect the ignition coil.
mended.
(5) Insert a compression pressure gauge and rotate
(7) Perform the test procedures on each cylinder
the engine with the engine starter motor for three
according to the tester manufacturers instructions.
revolutions.
While testing, listen for pressurized air escaping
(6) Record the compression pressure on the third
through the throttle body, tailpipe and oil filler cap
revolution. Continue the test for the remaining cylin-
opening. Check for bubbles in the radiator coolant.
ders.
All gauge pressure indications should be equal,
(Refer to 9 - ENGINE - SPECIFICATIONS) for the
with no more than 25% leakage.
correct engine compression pressures.
FOR EXAMPLE: At 552 kPa (80 psi) input pres-
sure, a minimum of 414 kPa (60 psi) should be main-
DIAGNOSIS AND TESTING - CYLINDER tained in the cylinder.
COMBUSTION PRESSURE LEAKAGE Refer to CYLINDER COMBUSTION PRESSURE
The combustion pressure leakage test provides an LEAKAGE DIAGNOSIS CHART
accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
Exhaust and intake valve leaks (improper seat-
ing).
Leaks between adjacent cylinders or into water
jacket.
CY LI N DER COM BU ST I ON PRESSU RE LEAK AGE DI AGN OSI S CH ART

AIR ESCAPES THROUGH Intake valve bent, burnt, or not Inspect valve and valve seat.
THROTTLE BODY seated properly Reface or replace, as necessary
AIR ESCAPES THROUGH Exhaust valve bent, burnt, or not Inspect valve and valve seat.
TAILPIPE seated properly Reface or replace, as necessary
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and inspect.
RADIATOR cylinder head or block Replace defective part
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and inspect.
FROM ADJACENT CYLINDERS cylinder head or block between Replace gasket, head, or block as
adjacent cylinders necessary
MORE THAN 25% LEAKAGE AND Stuck or broken piston rings; Inspect for broken rings or piston.
AIR ESCAPES THROUGH OIL cracked piston; worn rings and/or Measure ring gap and cylinder
FILLER CAP OPENING ONLY cylinder wall diameter, taper and out-of-round.
Replace defective part as necessary
STAN DARD PROCEDU RE SURFACE PREPARATION

Parts assembled with form-in-place gaskets may be
STANDARD PROCEDURE - FORM-IN-PLACE disassembled without unusual effort. In some
GASKETS instances, it may be necessary to lightly tap the part
There are several places where form-in-place gas- with a mallet or other suitable tool to break the seal
kets are used on the engine. DO NOT use form-in- between the mating surfaces. A flat gasket scraper
place gasket material unless specified.Care must may also be lightly tapped into the joint but care
be taken when applying form-in-place gaskets. Bead must be taken not to damage the mating surfaces.
size, continuity and location are of great importance. Scrape or wire brush all gasket surfaces to remove
Too thin a bead can result in leakage while too much all loose material. Inspect stamped parts to ensure
can result in spill-over. A continuous bead of the gasket rails are flat. Flatten rails with a hammer on
proper width is essential to obtain a leak-free joint. a flat plate, if required. Gasket surfaces must be free
Two types of form-in-place gasket materials are of oil and dirt. Make sure the old gasket material is
used in the engine area (Mopart Silicone Rubber removed from blind attaching holes.
Adhesive Sealant and Mopart Gasket Maker). Each
have different properties and cannot be used inter-
GASKET APPLICATION
changeably. Assembling parts using a form-in-place gasket
requires care.
MOPART SILICONE RUBBER ADHESIVE SEALANT Mopart Silicone Rubber Adhesive Sealant should
Mopart Silicone Rubber Adhesive Sealant, nor- be applied in a continuous bead approximately 3 mm
mally black in color, is available in 3 ounce tubes. (0.12 inch) in diameter. All mounting holes must be
Moisture in the air causes the sealant material to circled. For corner sealing, a 3 or 6 mm (1/8 or 1/4
cure. This material is normally used on flexible metal inch) drop is placed in the center of the gasket con-
flanges. It has a shelf life of a year and will not prop- tact area. Uncured sealant may be removed with a
erly cure if over aged. Always inspect the package for shop towel. Components should be torqued in place
the expiration date before use. while the sealant is still wet to the touch (within 10
minutes). The use of a locating dowel is recom-
MOPART GASKET MAKER mended during assembly to prevent smearing the
Mopart Gasket Maker, normally red in color, is material off location.
available in 6 cc tubes. This anaerobic type gasket Mopart Gasket Maker should be applied sparingly
material cures in the absence of air when squeezed to one gasket surface. The sealant diameter should
between smooth machined metallic surfaces. It will be 1.00 mm (0.04 inch) or less. Be certain the mate-
not cure if left in the uncovered tube. DO NOT use rial surrounds each mounting hole. Excess material
on flexible metal flanges. can easily be wiped off. Components should be
torqued in place within 15 minutes. The use of a
locating dowel is recommended during assembly to
prevent smearing the material off location.
STANDARD PROCEDURE - HYDROSTATIC low the appropriate procedures for cleaning, inspec-
tion and torque tightening.
LOCK
When an engine is suspected of hydrostatic lock
(regardless of what caused the problem), follow the
STANDARD PROCEDURE - REPAIR DAMAGED
steps below. OR WORN THREADS
(1) Perform the Fuel Pressure Release Procedure .
(2) Disconnect the negative cable from the battery. CAUTION: Be sure that the tapped holes maintain
(3) Inspect air cleaner, induction system and the original center line.
intake manifold to ensure system is dry and clear of
Damaged or worn threads can be repaired. Essen-
foreign material.
tially, this repair consists of:
(4) Place a shop towel around the spark plugs to
Drilling out worn or damaged threads.
catch any fluid that may possibly be under pressure
Tapping the hole with a special Heli-Coil Tap, or
in the cylinder head. Remove the plugs from the
equivalent.
engine.
Installing an insert into the tapped hole to bring
CAUTION: DO NOT use the starter motor to rotate the hole back to its original thread size.
the crankshaft. Severe damage could occur.
STANDARD PROCEDURE - ENGINE
(5) With all spark plugs removed, rotate the crank- PERFORMANCE
shaft using a breaker bar and socket. It is important that the vehicle is operating to its
(6) Identify the fluid in the cylinders (i.e. coolant, optimum performance level to maintain fuel economy
fuel, oil, etc.). and the lowest emission levels. If vehicle is not oper-
(7) Make sure all fluid has been removed from the ating to these standards, refer to Engine Diagnosis
cylinders. outlined in this section. The following procedures can
(8) Repair engine or components as necessary to assist in achieving the proper engine diagnosis.
prevent this problem from occurring again. (1) Test cranking amperage draw. (Refer to 8 -
(9) Squirt engine oil into the cylinders to lubricate ELECTRICAL/STARTING - DIAGNOSIS AND TEST-
the walls. This will prevent damage on restart. ING).
(10) Install new spark plugs. Tighten the spark (2) Check intake manifold bolt torque (Refer to 9 -
plugs to 37 Nm (27 ft. lbs.) torque. ENGINE/MANIFOLDS/INTAKE MANIFOLD -
(11) Drain engine oil. Remove and discard the oil INSTALLATION).
filter. (3) Perform cylinder compression test. (Refer to 9 -
(12) Install the drain plug. Tighten the plug to 34 ENGINE - DIAGNOSIS AND TESTING).
Nm (25 ft. lbs.) torque. (4) Clean (Refer to 8 - ELECTRICAL/IGNITION
(13) Install a new oil filter. CONTROL/SPARK PLUG - CLEANING) or replace
(14) Fill engine crankcase with the specified spark plugs (Refer to 8 - ELECTRICAL/IGNITION
amount and grade of oil. CONTROL/SPARK PLUG - REMOVAL) as necessary.
(15) Connect the negative cable to the battery. (5) Test coil output voltage and primary resistance.
(16) Start the engine and check for any leaks. (Refer to 8 - ELECTRICAL/IGNITION CONTROL -
SPECIFICATIONS) Replace parts as necessary.
STANDARD PROCEDURE - SERVICE ENGINE (6) Test fuel pump for pressure. (Refer to 14 -
ASSEMBLY (SHORT BLOCK) FUEL SYSTEM/FUEL DELIVERY/FUEL PUMP -
A service replacement engine assembly (short DIAGNOSIS AND TESTING).
block) may be installed whenever the original cylin- (7) The air filter elements should be replaced as
der block is defective or damaged beyond repair. It specified.
consists of the cylinder block, crankshaft, piston and (8) Inspect crankcase ventilation system.
rod assemblies. If needed, the camshaft must be pro- (9) Road test vehicle as a final test.
cured separately and installed before the engine is
installed in the vehicle. REMOVAL
A short block is identified with the letter S (1) Disconnect the battery negative cable.
stamped on the same machined surface where the (2) Mark the hinge locations on the hood panel for
build date code is stamped for complete engine alignment reference during installation. Remove the
assemblies. engine compartment lamp. Remove the hood.
Installation includes the transfer of components (3) Drain engine coolant (Refer to 7 - COOLING -
from the defective or damaged original engine. Fol- STANDARD PROCEDURE), drain the coolant into a
clean container for reuse.
(4) Remove the upper radiator hose and coolant (17) Disconnect the following connectors and
recovery hose (Fig. 4). secure their harness out of the way.
(5) Remove the lower radiator hose. Power steering pressure switch
(6) Remove upper radiator support retaining bolts Coolant temperature sensor
and remove radiator support. Six (6) fuel injector connectors
(7) Remove the fan assembly from the water pump Intake air temperature sensor
(Refer to 7 - COOLING/ENGINE/FAN DRIVE VIS- Throttle position sensor
COUS CLUTCH - REMOVAL). Map sensor
(8) Remove the fan shroud (Fig. 4). Crankshaft position sensor
(9) Disconnect the transmission fluid cooler lines Oxygen sensor
(automatic transmission). Camshaft position sensor
(10) Discharge the A/C system (Refer to 24 - Generator connector and B+ terminal wire
HEATING & AIR CONDITIONING/PLUMBING - (18) Disconnect the coil rail electrical connections
STANDARD PROCEDURE). and the oil pressure switch connector.
(11) Remove the service valves and cap the com- (19) Perform the fuel pressure release procedure
pressor ports. (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY -
(12) Remove the radiator (Refer to 7 - COOLING/ STANDARD PROCEDURE).
ENGINE/RADIATOR - REMOVAL) or radiator/con- (20) Disconnect the fuel supply line at the injector
denser (if equipped with A/C). rail (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/
(13) Disconnect the heater hoses at the engine QUICK CONNECT FITTING - STANDARD PROCE-
thermostat housing and water pump (Fig. 4). DURE).
Fig. 4 Upper Radiator Hose, Coolant Recovery Fig. 5 Accelerator Cable, Vehicle Speed Control
Hose, Fan Shroud Cable, Automatic Transmission
1 - UPPER RADIATOR HOSE 1 - ACCELERATOR CABLE
2 - HEATER HOSES 2 - SPEED CONTROL CABLE
3 - FAN SHROUD 3 - QUICK-CONNECT FUEL LINES
4 - COOLANT RECOVERY HOSE 4 - AUTOMATIC TRANSMISSION CONTROL CABLE
(14) Disconnect the accelerator cable, transmission (21) Remove the fuel line bracket from the intake
line pressure cable and speed control cable (if manifold.
equipped) from the throttle body (Fig. 5). (22) Remove the air cleaner assembly (Fig. 6).
(15) Remove cables from the bracket and secure (23) Disconnect the hoses from the fittings at the
out of the way. steering gear.
(16) Disconnect the body ground at the engine. (24) Drain the pump reservoir.
(25) Cap the fittings on the hoses and steering (42) Remove the remaining converter (or engine
gear to prevent foreign objects from entering the sys- flywheel) housing bolts.
tem. (43) Lift the engine out of the engine compart-
ment.
INSTALLATION
CAUTION: When installing the engine into a vehicle
equipped with an automatic transmission, be care-
ful not to damage the trigger wheel on the engine
flywheel.
(1) Attach a lifting device to the engine and lower

the engine into the engine compartment. For easier
installation, it may be necessary to remove the
engine mount bracket as an aid in alignment of the
engine to the transmission.
(2) Align the transmission torque converter hous-
ing with the engine.
(3) Loosely install the converter housing lower
bolts and install the next higher bolt and nut on each
side.
(4) Tighten all 4 bolts finger tight.
(5) Install the engine mount brackets (if removed).
(6) Lower the engine and engine mount brackets
onto the engine compartment cushions. Install the
Fig. 6 Air Cleaner Assembly & Power Steering Pump bolts and finger tighten the nuts.
1 - POWER STEERING PUMP (7) Remove the engine lifting device.
2 - AIR CLEANER ASSEMBLY
(26) Raise and support the vehicle. (9) Install the remaining engine flywheel/converter
(27) Disconnect the wires from the engine starter housing bolts. Tighten all bolts to 38 Nm (28 ft. lbs.)
motor solenoid. torque.
(28) Remove the engine starter motor (Refer to 8 - (10) Install the converter-to-drive plate bolts.
ELECTRICAL/STARTING/STARTER MOTOR - (11) Ensure the installation reference marks are
REMOVAL). aligned.
(29) Disconnect the oxygen sensor from the (12) Install the engine flywheel/converter housing
exhaust pipe. access cover.
(30) Disconnect the exhaust pipe from the mani- (13) Install the exhaust pipe support and tighten
fold. the screw.
(31) Remove the exhaust pipe support. (14) Install the engine bending brace (Refer to 9 -
(32) Remove the bending brace (Refer to 9 - ENGINE/ENGINE BLOCK/WINDAGE TRAY /
ENGINE/ENGINE BLOCK/WINDAGE TRAY / STRUCT SUPPORT - INSTALLATION).
STRUCT SUPPORT - REMOVAL). (15) Tighten the engine mount-to-bracket bolts.
(33) Remove the engine flywheel/converter housing (16) Connect the vehicle speed sensor wire connec-
access cover. tions and tighten the screws.
(34) Mark the converter and drive plate location. (17) Connect the exhaust pipe to the manifold.
(35) Remove the converter-to-drive plate bolts. (18) Install the engine starter motor (Refer to 8 -
(36) Remove the upper engine flywheel/converter ELECTRICAL/STARTING/STARTER MOTOR -
housing bolts and loosen the bottom bolts. INSTALLATION).
(37) Remove the engine mount cushion-to-engine (19) Connect the wires to the engine starter motor
compartment bracket bolts. solenoid.
(38) Lower the vehicle. (20) Lower the vehicle.
(39) Attach a lifting device to the engine. (21) Connect vacuum hoses and wire connectors
(40) Raise the engine off the front supports. disconnected during engine removal.
(41) Place a support or floor jack under the con- (22) Remove protective caps from the power steer-
verter (or engine flywheel) housing. ing hoses.
(23) Connect the hoses to the fittings at the steer- (44) Fill the cooling system (Refer to 7 - COOLING
ing gear. Tighten the nut to 52 Nm (38 ft. lbs.) - STANDARD PROCEDURE).
torque. (45) Align the hood to the scribe marks. Install the
(24) Fill the pump reservoir with fluid (Refer to 19 hood.
- STEERING/PUMP - STANDARD PROCEDURE). (46) Install the air cleaner assembly.
(25) Inspect the fuel supply line o-ring(s) and (47) Install the battery and connect the battery
replace if necessary. Connect fuel supply line to injec- cable.
tior rail and verify connection by pulling outward on
the line. WARNING: USE EXTREME CAUTION WHEN THE
(26) Install the fuel line bracket to the intake ENGINE IS OPERATING. DO NOT STAND IN A
manifold. DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
(27) Connect the coil rail electrical connectors and HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
oil pressure switch connector. NOT WEAR LOOSE CLOTHING.
(28) Connect the following electrical connectors:
Power steering pressure switch (48) Start the engine, inspect for leaks and correct
Coolant temperature sensor the fluid levels, as necessary.
Six (6) fuel injector connectors
Intake air temperature sensor SPECI FI CAT I ON S
Throttle position sensor
Map sensor
ENGINE - 4. 0L
GEN ERAL DESCRI PT I ON
Oxygen sensor
Camshaft position sensor
Generator connector and B+ terminal wire DESCRIPTION SPECIFICATION
(29) Connect all previously removed vacuum hoses. Engine Type In-Line 6 Cylinder
(30) Connect the body ground strap. Displacement 4.0 Liters / 4000 cc
(31) Install the throttle, transmission line pres-
sure, and speed control cables to their mounting 242 ( Cubic Inches)
bracket and connect them to the throttle body. Bore 98.4 mm (3.88 in.)
(32) Connect the heater hoses at the engine ther- Stroke 86.69 mm (3.413 in.)
mostat housing and water pump.
(33) Install the fan assembly to the water pump Compression Ratio 8.8:1
(Refer to 7 - COOLING/ENGINE/FAN DRIVE VIS- Firing Order 1-5-3-6-2-4
COUS CLUTCH - INSTALLATION). Lubrication Pressure Feed-Full
(34) Place the fan shroud in position over the fan. Flow-Filtration
(35) Install the radiator or radiator/condenser
Cooling System Liquid Cooled-Forced
(Refer to 7 - COOLING/ENGINE/RADIATOR -
Circulation
INSTALLATION).
(36) Connect the service valves to the A/C com- Cylinder Block Cast Iron
pressor ports, if equipped with A/C. Crankshaft Cast Nodular Iron
(37) Charge the air conditioner system (Refer to 24 Cylinder Head Cast Iron
- HEATING & AIR CONDITIONING/PLUMBING -
STANDARD PROCEDURE). Camshaft Cast Iron
(38) Connect the radiator hoses and automatic Pistons Aluminum Alloy
transmission fluid cooler pipes, if equipped. Combustion Chamber Dual-Quench
(39) Install the fan shroud to the radiator or radi-
Connecting Rods Cast Malleable Iron
ator/condenser (if equipped with A/C).
(40) Install upper radiator support.
(41) Connect the upper radiator hose and tighten
the clamp.
(42) Connect the lower radiator hose and tighten
the clamp.
(43) Fill crankcase with engine oil (Refer to
LUBRICATION & MAINTENANCE - SPECIFICA-
TIONS).
CY LI N DER BLOCK Piston Ring
Groove
DESCRIPTION SPECIFICATION Diameter
Metric Standard No. 1 88.39 - 88.65 3.48 - 3.49 in
CylinderBore 98.45 - 98.48 3.8759 - 3.8775 Compression mm
Diameter mm in. No. 2 87.63 - 87.88 3.45 - 3.46 in.
Out of Round 0.025 mm 0.001 in. Compression mm
(MAX) No. 3 Oil 89.66 - 89.92 3.53 - 3.54 in.
Taper (MAX) 0.025 mm 0.001 in. Control mm
Deck Height 240.03 - 240.18 9.450 - 9.456 in.
mm PI ST ON PI N S
Deck Clearance 0.546 mm 0.0215 in.
(Below Deck) DESCRIPTION SPECIFICATION
Tappet Bore 23.000 - 23.025 0.9055 - 0.9065 Metric Standard
Diameter mm Piston To Pin 0.0102 - 0.0208 0.0005 - 0.0009
Flatness 0.03 mm per 25 0.001 in. per 1 Clearance mm in.
mm in. Diameter 23.637 - 23.640 0.9306 - 0.9307
0.05 mm per 0.002 in. per 6 mm in.
152 mm in. Piston-Pin To 8.9kN 2000 lbf.
Flatness (MAX) 0.20 mm (MAX) 0.008 in. MAX) Connecting Rod
for total length for total length (Press Fit)
Main Bearing 68.351 - 68.376 2.691 - 2.692 in.
Bore Diameter mm PI ST ON RI N GS
PI ST ON S DESCRIPTION SPECIFICATION
Metric Standard
Metric Standard Ring Gap
Weight (Less 417 - 429 14.7 - 15.1 oz Top 0.229 - 0.610 0.0090 - 0.0240
Pin) grams Compression mm in.
Ring
Piston Pin Bore 23.650 - 23.658 0.9312 - 0.9315
Diameter mm in. Second 0.483 - 0.965 0.0190 - 0.0380
Compression mm in.
Piston Pin To 40.61 - 40.72 1.599 - 1.603 in. Ring
Bore ( mm
Centerline To Oil Control 0.254 - 1.500 0.010 - 0.060 in.
Piston Top) (Steel Rails) mm
Piston To Bore 0.018 - 0.038 0.0008 - 0.0015 Side Clearance
Clearance mm in.
Top .042 - .084 mm 0.0017 - 0.0033
Piston Ring Compression in.
Groove Height Ring
Compression 1.530 - 1.555 0.0602 - 0.0612 Second 0.042 - 0.084 0.0017 - 0.0033
Rings mm in. Compression mm in.
Oil Control 4.035 - 4.060 0.1589 - 0.1598 Ring
Rings mm in. Oil Ring (Steel .06 - .21 mm .0024 - .0083 in.
Ring)
CON N ECT I N G RODS CAM SH AFT
DESCRIPTION SPECIFICATION DESCRIPTION SPECIFICATION

Metric Standard Metric Standard
Bearing 0.025 - 0.076 0.001 - 0.003 in. Hydraulic Zero Lash
Clearance mm Tappet
Preferred 0.044 - 0.050 0.0015 - 0.0020 Clearance
Side Clearance 0.25 - 0.48 mm 0.010 - 0.019 in. Bore Diameter 26.02 - 26.04 1.0245 - 1.0252
mm in.
Piston Pin Bore .023.59 - 23.62 0.9288 - 0.9298
Diameter mm in. Bearing Journal
Diameter
Bearing Bore 56.08 - 2.2080 - 2.2085
( Less Bearings) 56.09mm in. No. 1 51.54 - 51.56 2.029 - 2.030 in.
mm
Total Weight 663 - 671 23.39 - 23.67
(Less Bearing) grams oz. No. 2 51.28 - 51.31 2.019 - 2.020 in.
mm
Length ( Center 155.52 - 155.62 6.123 - 6.127 in.
To Center) mm No. 3 51.03 - 51.05 2.009 - 2.010 in.
Twist ( MAX.) 0.002 mm per 0.002 in. per mm
mm inch No. 4 50.78 - 50.80 1.999 - 2.000 in.
Bend (MAX.) 0.002 mm per 0.002 in. per mm
mm inch. Base Circle 0.033 mm 0.001 in.
Runout (MAX)
CRAN K SH AFT Valve Lift
Intake 10.350 mm 0.4075 in.
Exhaust 10.528 mm 0.4145 in.
Metric Standard
Main Bearing VALV E T I M I N G
Journal
Diameter DESCRIPTION SPECIFICATION
No. 1-6 63.489 - 63.502 2.499 - 2.500 in.
mm Intake
No. 7 63.449 - 63.487 2.498 - 2.499 in. Opens (BTDC) 12.4
Bearing 0.03 - 0.06 mm 0.001 - 0.0025 Closes (ABDC) 60.9
Clearance in. Duration 253.3
Preferred 0.051 mm 0.002 in. Exhaust
Out of Round 0.013 mm 0.0005 in. Opens (BBDC) 49.8
(MAX)
Closes (ATDC) 29.2
Taper (MAX) 0.013 mm 0.0005 in.
Duration 259.0
End Play 0.038 - 0.165 0.0015 - 0.0065
mm in. Valve Overlap 41.6
Connecting Rod 53.17 - 53.23 2.0934 - 2.0955
Journal mm in.
Diameter
VALV ES CY LI N DER H EAD
DESCRIPTION SPECIFICATION DESCRIPTION SPECIFICATION

Combustion Chamber 55.22 - 58.22 cc
Face Angle 46.5
(3.37 - 3.55 cu. in.)
Head Diameter
Valve Seat Angle 44.5
Intake 48.38 - 48.64 mm
Valve Seat Runout (MAX) 0.064 mm (0.0025 in.)
(1.905 - 1.915 in.)
Valve Seat Width 1.02 - 1.52 mm
Exhaust 37.97 - 38.22 mm
(0.040 - 0.060 in.)
(1.495 - 1.505 in.)
Valve Guide I. D 7.95 - 7.97 mm
Length (Overall) (Integral)
Intake 122.47 - 122.86 mm (0.313 - 0.314 in.)
(4.822 - 4.837) Valve Stem to Guide 0.025 - 0.076 mm
Exhaust 122.86 - 123.24 mm Clearance
(4.83 - 4.85 in.) (0.001 - 0.003 in.)

Cylinder Head Warpage 0.03 mm per 25 mm
Stem Diameter 7.89 - 7.92 mm (Flatness)
(0.311 - 0.312 in.) (0.001 in. per 1 in.)
Stem - to - Guide 0.025 - 0.076 mm 0.05 mm per 152 mm
Clearance (0.002 in. per 6 in.)
(0.001 - 0.003 in.) Flatness (MAX) 0.20 mm - max for total
length
Tip Refinishing (Max. 0.025 mm (0.010 in.)
Allowable)
OI L PU M P
VALV E SPRI N G
DESCRIPTION SPECIFICATION Gear to Body Clearance 0.051 - 0.102 mm
(Radial)
Free Length (Approx) 47.65 mm (1.876 in.)
Spring Force (Valve (0.002 - 0.004 in.)
Closed) Gear to Body Clearance 0.051 mm
(Radial Preferred)
Intake and Exhaust 316.0 - 351.0 N @ 41.65
mm (0.002 in.)
(71.0 - 79.0 lbs. @ 1.64 Gear End Clearance 0.051 - 0.152 mm
in.) (Plastigage)
Spring Force (Valve (0.002 - 0.006 in.)
Open)
Gear End Clearance .051 mm (.002 in.)
Intake and Exhaust 898.6 - 969.7 N @ 30.89 (Plastigage Preferred)
mm Gear End Clearance 0.1016 - 0.2032 mm
(202.0 - 218.0 lbs. @ (FeelerGauge)
1.216 in.)
(0.004 - 0.008 in.)
Wire Diameter (Inside) 21.0 - 21.51 mm
Gear End Clearance 0.1778 mm (0.007 in.)
Intake and Exhaust (0.827 - 0.847 in.) (FeelerGauge Preferred)
Installed Height (Spring 41.65 mm (1.64 in.)
Seat to Bottom of
Retainer)
OI L PRESSU RE DESCRIPTION Nm Ft. In.
Lbs. Lbs.
SPECIFICATION SPECIFICATION
Transmission Support Bracket
At Curb Idle Speed* 89.6 kPa (13 psi)
Bolt (Manual) 46 34
@ 1600 and Higher Rpm 255 - 517 kPa (37 - 75
psi) Transmission Support Bracket/
Oil Pressure Relief 517 kPa (75 psi.) CushionBolt (4WD Auto) 75 55
* CAUTION: If pressure is zero at curb idle, DO Transmission Support Adaptor
NOT run engine at 3000 rpm. BracketBolts (2WD Auto) 75 55
Exhaust Manifold/PipeNuts 27 20
TORQUE - 4. 0L ENGINE
Intake/Exhaust Manifold
DESCRIPTION Nm Ft. In. Fasteners #1-5 33 24
Lbs. Lbs. Fasteners #6 and 7 14 126
A/C CompressorBolts 28 250 Fasteners #8-11 33 24
Block HeaterNut 2 16 Flywheel to Converter 38 28
HousingBolts
Camshaft SprocketBolt 68 50
Flywheel to CrankshaftBolts 143 105
Camshaft Thrust Plate to
Front Cover to BlockBolts
Cylinder BlockScrews 24 18
1/4-20 7 60
Clutch Cover to Flywheel 54 40
Bolts 5/16-18 22 192
Coil Bracket to BlockBolts 22 192 Fuel RailBolts/Stud 12 108
Connecting RodNuts 45 33 GeneratorBolts 57 42
Cylinder BlockDrain Plugs 34 25 Generator Bracket to 47 35
Cylinder HeadBolts 135 100 EngineBolts
Cylinder Head CoverBolts 10 85 Idler Pulley to Cylinder 47 35
HeadBolt
Distributor ClampBolts 23 204
Main Bearing CapBolts 108 80
Engine MountsFront
Oil Filter 18 156
Support Bracket Bolts 61 45
Oil Filter Connector to
Support Cushion Bolts/Nuts 41 30
Adaptor 47 35
Support Cushion Bracket 54 40
Block 68 50
Bolts
Adaptor Bolts 102 50
Support Cushion Bracket Stud 41 30
Nuts Oil GalleyPlug 41 30
Support Cushion Thru-Bolt 65 48 Oil PanBolts
Engine MountsRear 1/4-20 9.5 84
Crossmember to Sill Bolts 5/16-18 15 132
(Automatic) 41 30 Oil PanDrain Plug 34 25
Insulator Stud AssemblyNut 41 30 Oil Pump
Support Cushion/ Mounting Bolts 23 204

Crossmember Cover Bolts 8 70
Nuts 22 192 Rocker Arm Assembly to
Cylinder
Support Cushion/Bracket
Nuts HeadCapscrews 30 21
(Manual) 75 55 Spark Plugs 37 27
DESCRIPTION Nm Ft. In. AI R CLEAN ER H OU SI N G

Lbs. Lbs.
REMOVAL
Starter MotorMounting Bolts 45 33
(1) Loosen air tube clamp at housing cover.
Thermostat HousingBolts 18 156 (2) Disconnect air tube at cover. (Fig. 8)
Throttle BodyBolts 10 90 (3) Pry back the clips retaining air cleaner cover to
Vibration DamperBolt 108 80 air cleaner housing.
(4) Lift cover up to expose air cleaner element.
Water Pump to BlockBolts 23 17 (5) Remove air cleaner element.
AI R CLEAN ER ELEM EN T
REMOVAL
(1) Loosen air tube clamp at housing cover (Fig. 7).
(2) Disconnect air tube at cover.
(3) Pry back the clips retaining air cleaner cover to
air cleaner housing.
(4) Lift cover up to expose air cleaner element.
(5) Remove air cleaner element.
(6) Clean inside of air cleaner housing and its
cover before installing new element.
Fig. 8 AIR CLEANER ELEMENT

1 - COVER
2 - CLAMP
3 - AIR TUBE
4 - HOUSING
5 - FILTER
(6) Remove the air inlet duct.

(7) Lift up and remove the air cleaner housing.
(8)
INSTALLATION
(1) Push down on the air cleaner housing to lock in
place.
Fig. 7 AIR CLEANER ELEMENT (2) Install the air inlet tube.
1 - COVER (3) Install the air cleaner element.
2 - CLAMP
3 - AIR TUBE
(4) Pry back the clips retaining air cleaner cover to
4 - HOUSING air cleaner housing. (Fig. 8)
5 - FILTER (5) Install the air cleaner housing cover. Be sure
cover is properly seated.
INSTALLATION (6) Install the air out let tube.
(1) Install air cleaner element into housing.
(2) Install housing cover to housing. Be sure cover
is properly seated to air cleaner housing.
(3) Connect air tube at cover.
CY LI N DER H EAD ing between adjacent cylinders will result in

approximately a 50-70% reduction in compression
pressure.
DESCRIPTION
The cylinder head is made of cast iron containing
CYLINDER-TO-WATER JACKET LEAKAGE TEST
twelve valves made of chrome plated heat resistant
steel, valve stem seals, springs, retainers and keep- WARNING: USE EXTREME CAUTION WHEN THE
ers. The cylinder head and valve seats can be resur- ENGINE IS OPERATING. DO NOT STAND IN A
faced for service purposes. DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
The valve guides are integral to the cylinder head, HANDS NEAR THE PULLEYS, BELTS OR THE FAN.
They are not replaceable. However, they are service- DO NOT WEAR LOOSE CLOTHING.
able.
The cylinder head uses dual quench-type design Remove the radiator cap.
combustion chambers which cause turbulence in the Start the engine and allow it to warm up until the
cylinders allowing faster burning of the air/fuel mix- engine thermostat opens.
ture, resulting in better fuel economy (Fig. 9). If a large combustion/compression pressure leak
exists, bubbles will be visible in the coolant.
If bubbles are not visible, install a radiator pres-
sure tester and pressurize the coolant system.
If a cylinder is leaking combustion pressure into
the water jacket, the tester pointer will pulsate with
every combustion stroke of the cylinder.
REMOVAL
NOTE: This procedure can be done with the engine
in or out of the vehicle.
(1) Disconnect the battery negative cable.
WARNING: DO NOT REMOVE THE CYLINDER

DRAIN COCK WITH THE SYSTEM HOT AND PRES-
Fig. 9 Cylinder Head 4.0L Engine SURIZED BECAUSE SERIOUS BURNS FROM THE
1 - CYLINDER HEAD BOLTS COOLANT CAN OCCUR.
2 - CYLINDER HEAD GASKET
3 - CYLINDER HEAD
(2) Drain the coolant (Refer to 7 - COOLING -
STANDARD PROCEDURE) and disconnect the hoses
DIAGNOSIS AND TESTING - ENGINE CYLINDER at the engine thermostat housing and the water
HEAD GASKET FAILURE pump inlet. DO NOT waste reusable coolant. If the
A leaking engine cylinder head gasket usually solution is clean and is being drained only to service
results in loss of power, loss of coolant and engine the engine or cooling system, drain the coolant into a
misfiring. clean container for reuse.
An engine cylinder head gasket leak can be located (3) Remove the air cleaner assembly.
between adjacent cylinders or between a cylinder and (4) Remove the cylinder head cover (Refer to 9 -
the adjacent water jacket. ENGINE/CYLINDER HEAD/CYLINDER HEAD
An engine cylinder head gasket leaking between COVER(S) - REMOVAL).
adjacent cylinders is indicated by a loss of power (5) Remove the capscrews, bridge and pivot assem-
and/or engine misfire. blies and rocker arms (Refer to 9 - ENGINE/CYLIN-
An engine cylinder head gasket leaking between DER HEAD/ROCKER ARM / ADJUSTER ASSY -
a cylinder and an adjacent water jacket is indicated REMOVAL).
by coolant foaming or overheating and loss of coolant. (6) Remove the push rods.Retain the push rods,
bridges, pivots and rocker arms in the same
CYLINDER-TO-CYLINDER LEAKAGE TEST order as removed.
To determine if an engine cylinder head gasket is (7) Remove the accessory drive belt (Refer to 7 -
leaking between adjacent cylinders; follow the proce- COOLING/ACCESSORY DRIVE/DRIVE BELTS -
dures outlined . An engine cylinder head gasket leak- REMOVAL).
(8) Remove the A/C compressor mounting bolts
and secure the compressor to the side.
(9) Remove the power steering pump and bracket
from the intake manifold and water pump. Set the
pump and bracket aside. DO NOT disconnect the
hoses.
(10) Perform the Fuel System Pressure Release
procedure (Refer to 14 - FUEL SYSTEM/FUEL
DELIVERY - STANDARD PROCEDURE).
(11) Disconnect the fuel supply line at the fuel rail.
(12) Remove the intake and exhaust manifolds
from the engine cylinder head (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - REMOVAL).
(13) Disconnect the coil rail electrical connectors
and remove the coil rail (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/COIL RAIL - REMOVAL).
(14) Remove spark plugs (Refer to 8 - ELECTRI- Fig. 10 Engine Cylinder
CAL/IGNITION CONTROL/SPARK PLUG - 1 - CYLINDER HEAD BOLTS
REMOVAL). 2 - CYLINDER HEAD GASKET
(15) Disconnect the temperature sending unit wire 3 - CYLINDER HEAD
connector.
(16) Remove the engine cylinder head bolts. Bolt INSTALLATION
No.14 cannot be removed until the head is moved for-
ward (Fig. 10). Pull bolt No.14 out as far as it will go NOTE: This procedure can be done with the engine
and then suspend the bolt in this position (tape in or out of the vehicle.
around the bolt).
(17) Remove the engine cylinder head and gasket The engine cylinder head gasket is a composition
(Fig. 10). gasket. The gasket is to be installed DRY. DO NOT
(18) If this was the first time the bolts were use a gasket sealing compound on the gasket.
removed, put a paint dab on the top of the bolt. If the If the engine cylinder head is to be replaced and
bolts have a paint dab on the top of the bolt or it the original valves used, measure the valve stem
isnt known if they were used before, discard the diameter. Only standard size valves can be used with
bolts. a service replacement engine cylinder head unless
(19) Stuff clean lint free shop towels into the cyl- the replacement head valve stem guide bores are
inder bores. reamed to accommodate oversize valve stems.
Remove all carbon buildup and reface the valves.
NOTE: If the valves, springs, or seals are to be (1) Remove the shop towels from the cylinder
inspected/replaced at this time, refer to Valves and bores. Coat the bores with clean engine oil.
Valve Springs in this section for proper inspection (2) Position the engine cylinder head gasket (with
procedures. the numbers facing up) using the alignment dowels
in the cylinder block, to position the gasket.
CLEANING CAUTION: Engine cylinder head bolts should be

Thoroughly clean the engine cylinder head and cyl- reused only once. Replace the head bolts if they
inder block mating surfaces. Clean the intake and were used before or if they have a paint dab on the
engine exhaust manifold and engine cylinder head top of the bolt.
mating surfaces. Remove all gasket material and car-
(3) With bolt No.14 held in place (tape around
bon.
bolt), install the engine cylinder head over the same
Check to ensure that no coolant or foreign material
dowels used to locate the gasket. Remove the tape
has fallen into the tappet bore area.
from bolt No.14.
Remove the carbon deposits from the combustion
(4) Coat the threads of stud bolt No.11 with Loc-
chambers and top of the pistons.
tite 592 sealant, or equivalent.
(5) Tighten the engine cylinder head bolts in
INSPECTION sequence according to the following procedure (Fig.
Use a straightedge and feeler gauge to check the
11).
flatness of the engine cylinder head and block mating
surfaces.
CAUTION: During the final tightening sequence, (13) Install the engine cylinder head cover (Refer
bolt No.11 will be tightened to a lower torque than to 9 - ENGINE/CYLINDER HEAD/CYLINDER
the rest of the bolts. DO NOT overtighten bolt HEAD COVER(S) - INSTALLATION).
No.11. (14) Attach the air conditioner compressor mount-
ing bracket to the engine cylinder head and block.
(a) Tighten all bolts in sequence (1 through 14) Tighten the bolts to 40 Nm (30 ft. lbs.) torque.
to 30 Nm (22 ft. lbs.) torque. (15) Attach the air conditioning compressor to the
(b) Tighten all bolts in sequence (1 through 14) bracket. Tighten the bolts to 27 Nm (20 ft. lbs.)
to 61 Nm (45 ft. lbs.) torque. torque.
(c) Check all bolts to verify they are set to 61
Nm (45 ft. lbs.) torque. CAUTION: The serpentine drive belt must be routed
(d) Tighten bolts in sequence: correctly. Incorrect routing can cause the water
Bolts 1 through 10 to 149 Nm (110 ft. lbs.) pump to turn in the opposite direction causing the
torque. engine to overheat.
Bolt 11 to 135 Nm (100 ft. lbs.) torque.
Bolts 12 through 14 to 149 Nm (110 ft. lbs.) (16) Install the serpentine drive belt (Refer to 7 -
torque. COOLING/ACCESSORY DRIVE/DRIVE BELTS -
(e) Check all bolts in sequence to verify the cor- INSTALLATION).
rect torque. (17) Install the air cleaner and ducting.
(f) If not already done, clean and mark each bolt (18) Connect the hoses to the engine thermostat
with a dab of paint after tightening. Should you housing and fill the cooling system to the specified
encounter bolts which were painted in an earlier level (Refer to 7 - COOLING - STANDARD PROCE-
service operation, replace them. DURE).
(19) The automatic transmission throttle linkage
and cable must be adjusted after completing the
engine cylinder head installation (Refer to 21 -
TRANSMISSION/TRANSAXLE/AUTOMATIC -
30RH/THROTTLE VALVE CABLE - ADJUST-
MENTS) or (Refer to 21 - TRANSMISSION/TRANS-
AXLE/AUTOMATIC - 32RH/THROTTLE VALVE
CABLE - ADJUSTMENTS).
(20) Install the temperature sending unit and con-
nect the wire connector.
(21) If equipped with air conditioning, install A/C
compressor (Refer to 24 - HEATING & AIR CONDI-
Fig. 11 Engine Cylinder Head Bolt Tightening TIONING/PLUMBING/A/C COMPRESSOR -
Sequence INSTALLATION) and charge A/C system (Refer to 24
(6) Install the spark plugs (Refer to 8 - ELECTRI- - HEATING & AIR CONDITIONING/PLUMBING -
CAL/IGNITION CONTROL/SPARK PLUG - INSTAL- STANDARD PROCEDURE).
LATION). (22) Connect negative cable to battery.
(7) Connect the temperature sending unit wire
connector. WARNING: USE EXTREME CAUTION WHEN THE
(8) Install the ignition coil rail and coil rail electri- ENGINE IS OPERATING. DO NOT STAND IN DIRECT
cal connectors (Refer to 8 - ELECTRICAL/IGNITION LINE WITH THE FAN. DO NOT PUT HANDS NEAR
CONTROL/COIL RAIL - INSTALLATION). THE PULLEYS, BELTS OR FAN. DO NOT WEAR
(9) Install the intake and exhaust manifolds (Refer LOOSE CLOTHING.
to 9 - ENGINE/MANIFOLDS/INTAKE MANIFOLD -
INSTALLATION). (23) Operate the engine with the radiator cap off.
(10) Install the fuel line and the vacuum advance Inspect for leaks and continue operating the engine
hose. until the engine thermostat opens. Add coolant, if
(11) Attach the power steering pump and bracket. required.
(12) Install the push rods, rocker arms, pivots and
bridges in the order they were removed (Refer to 9 -
ENGINE/CYLINDER HEAD/ROCKER ARM /
ADJUSTER ASSY - INSTALLATION).
CY LI N DER H EAD COV ER(S) the harness on the right side, just below the cover,
near the coil pack area, if equipped.
(10) Move the left hand side harness loom and the
DESCRIPTION
plastic trough to the right side.
The cylinder head cover (Fig. 12) is made of
(11) Remove the engine cylinder head cover
stamped steel and incorporates the Crankcase Venti-
mounting bolts.
lation (CCV) Hoses and the oil fill opening.
(12) Remove the engine cylinder head cover and
gasket.
Fig. 12 Cylinder Head Cover

REMOVAL Fig. 13 Engine Cylinder Head Cover
The cylinder head cover is isolated from the cylin- 1 - TRANS CONTROL CABLE
der head via grommets and a reusable molded rubber 2 - ACCELERATOR CABLE
3 - CONTROL CABLE BRACKET
gasket. The grommet and limiter are retained in the 4 - CYLINDER HEAD COVER
cylinder head cover.
(1) Disconnect negative cable from battery. CLEANING
(2) Disconnect the Crankcase Ventilation (CCV) Remove any original sealer from the cover sealing
vacuum hose from engine cylinder head cover. surface of the engine cylinder head and clean the
(3) Disconnect the fresh air inlet hose from the surface using a fabric cleaner.
engine cylinder head cover. Remove all residue from the sealing surface using
(4) Disconnect the accelerator, transmission, and a clean, dry cloth.
speed (if equipped) control cables from the throttle
body (Fig. 13). INSPECTION
(5) Remove the three bolts that fasten the control Inspect the engine cylinder head cover for cracks.
cable bracket to the intake manifold. Replace the cover, if cracked.
(6) Remove control cables from cylinder head cover The original dark grey gasket material should
clip. NOT be removed. If sections of the gasket material
(7) Position control cables and bracket away from are missing or are compressed, replace the engine
cylinder head cover secure with tie straps. cylinder head cover. However, sections with minor
damage such as small cracks, cuts or chips may be
NOTE: The wiring harness loom on the left hand
repaired with a hand held applicator. The new mate-
side of the engine must be disconnected and
rial must be smoothed over to maintain gasket
moved over to the right hand side of the engine to
height. Allow the gasket material to cure prior to
gain clearance for cylinder head cover removal.
engine cylinder head cover installation.
(8) Disconnect the left hand side of the wiring har-
ness loom from all components. INSTALLATION
(9) Remove fasteners from plastic wiring loom The cylinder head cover is isolated from the cylin-
trough on rear of cylinder head cover. der head via grommets and a reusable molded rubber
gasket. The grommet and limiter are retained in the
NOTE: Before trying to move the Left side of the cylinder head cover.
harness to the right side, remove the tie strap from
CY LI N DER H EAD COV ER(S) (Cont inue d)
(1) If a replacement cover is installed, transfer the
CCV valve grommet and oil filler cap from the origi-
nal cover to the replacement cover.
(2) Install cylinder head cover and gasket (Fig. 14).
Tighten the mounting bolts to 10 Nm (85 in. lbs.)
torque.
Fig. 14 Cylinder Head Cover Gasket Locator Pins at

#8 & #9
(3) Reinstall the plastic wiring loom trough at the
rear of cylinder head cover.
(4) Reconnect the left hand side of the wiring har- Fig. 15 VALVE AND KEEPER CONFIGURATION 4.0L
ness loom to all components. 1 - VALVE LOCKS (3BEAD)
2 - RETAINER
(5) Connect the CCV hoses. 3 - VALVE STEM OIL SEAL
(6) Install control cables and bracket on intake 4 - INTAKE VALVE
manifold and tighten bolts to 8.7 Nm (77 in. lbs.) 5 - EXHAUST VALVE
6 - VALVE SPRING
torque.
(7) Connect control cables to throttle body linkage.
(8) Snap control cables into cylinder head cover
clip.
I N TAK E/EX H AU ST VALV ES &

SEAT S
DESCRIPTION
The valves are made of heat resistant steel and
have chrome plated stems to prevent scuffing. All
valves use three bead locks to promote valve rotation
(Fig. 15).
STANDARD PROCEDURE - VALVE SERVICE

VALVE REFACING Fig. 16 Valve Facing
Clean all carbon deposits from the combustion 1 - VALVE MARGIN
2 - NO MARGIN
chambers, valve ports, valve stems, valve stem
guides and head.
(1) Use a valve refacing machine to reface the VALVE SEAT REFACING
intake and exhaust valves to the specified angle. Clean all carbon deposits from the combustion
(2) After refacing, a margin of at least 0.787 mm chambers, valve ports, valve stems, valve stem
(0.031 inch) must remain (Fig. 16). If the margin is guides and head.
less than 0.787 mm (0.031 inch), the valve must be (1) Install a pilot of the correct size in the valve
replaced. guide bore. Reface the valve seat to the specified
I N TAK E/EX H AU ST VALV ES & SEAT S (Cont inue d)
angle with a good dressing stone. Remove only
enough metal to provide a smooth finish.
(2) Use tapered stones to obtain the specified seat
width when required.
(3) Control valve seat runout to a maximum of
0.0635 mm (0.0025 in.) (Fig. 17).
Fig. 18 Measurement of Valve Guide Bore Diameter

Fig. 17 Measurement of Valve Seat Runout 1 - GAUGE
1 - DIAL INDICATOR 2 - 9.525 MM (3/8 INCH)
3 - VALVE STEM GUIDE
4 - CYLINDER HEAD
VALVE STEM-TO-GUIDE CLEARANCE
MEASUREMENT (2) Correct clearance is 0.025-0.0762 mm
(0.001-0.003 inch). If indicated movement exceeds the
PREFERRED METHOD specification ream the valve guide to accommodate
(1) Remove the valve from the head. an oversize valve stem.
(2) Clean the valve stem guide bore with solvent
and a bristle brush. NOTE: Valve seats must be ground after reaming
(3) Insert a telescoping gauge into the valve stem the valve guides to ensure that the valve seat is
guide bore approximately 9.525 mm (.375 inch) from concentric to the valve guide.
the valve spring side of the head (Fig. 18).
(4) Remove and measure telescoping gauge with a
micrometer.
(5) Repeat the measurement with contacts length-
wise to engine cylinder head.
(6) Compare the crosswise to lengthwise measure-
ments to determine out-of-roundness. If the measure-
ments differ by more than 0.0635 mm (0.0025 in.),
ream the guide bore to accommodate an oversize
valve stem.
(7) Compare the measured valve guide bore diam-
eter with specifications (7.95-7.97 mm or 0.313-0.314
inch). If the measurement differs from specification
by more than 0.076 mm (0.003 inch), ream the guide
bore to accommodate an oversize valve stem.
ALTERNATIVE METHOD Fig. 19 Measurement of Lateral Movement Of Valve

(1) Use a dial indicator to measure the lateral Stem
movement of the valve stem (stem-to-guide clear- 1 - DIAL INDICATOR
ance). This must be done with the valve installed in
its guide and just off the valve seat (Fig. 19).
I N TAK E/EX H AU ST VALV ES & SEAT S (Cont inue d)
REMOVAL (4) Install the replacement valve stem oil seals on

the valve stems (Fig. 21). If the 0.381 mm (0.015
NOTE: This procedure is done with the engine cyl- inch) oversize valve stems are used, oversize oil seals
inder head removed from the block. are required.
(5) Position the valve spring and retainer on the
(1) Remove the engine cylinder head (Refer to 9 - engine cylinder head and compress the valve spring
ENGINE/CYLINDER HEAD - REMOVAL) from the with Valve Spring Compressor Tool MD-998772A.
cylinder block. (6) Install the valve locks and release the tool.
(2) Use Valve Spring Compressor Tool (7) Tap the valve spring from side to side with a
MD-998772A and compress each valve spring. hammer to ensure that the spring is properly seated
(3) Remove the valve locks, retainers, springs and at the engine cylinder head. Also tap the top of the
valve stem oil seals. Discard the oil seals (Fig. 20). retainer to seat the valve locks.
(4) Use a smooth stone or a jewelers file to remove (8) Install the engine cylinder head (Refer to 9 -
any burrs on the top of the valve stem, especially ENGINE/CYLINDER HEAD - INSTALLATION).
around the groove for the locks.
(5) Remove the valves, and place them in a rack in
the same order as removed.
Fig. 21 Valve and Valve Components

1 - VALVE LOCKS (3BEAD)
2 - RETAINER
Fig. 20 Valve and Valve Components 3 - VALVE STEM OIL SEAL
4 - INTAKE VALVE
1 - VALVE LOCKS (3BEAD) 5 - EXHAUST VALVE
2 - RETAINER 6 - VALVE SPRING
3 - VALVE STEM OIL SEAL
4 - INTAKE VALVE
5 - EXHAUST VALVE ROCK ER ARM / ADJ U ST ER
6 - VALVE SPRING
ASSEM BLY
INSTALLATION
DESCRIPTION
NOTE: This procedure is done with the engine cyl- The rocker arms are made of stamped steel and
inder head removed from the block. have a operational ratio of 1.6:1 (Fig. 22).
(1) Thoroughly clean the valve stems and the valve OPERATION
guide bores. When the push rods are forced upward by the cam-
(2) Lightly lubricate the stem. shaft lobes the push rod presses upward on the
(3) Install the valve in the original valve guide rocker arms, the rocker arms pivot, forcing down-
bore. ward pressure on the valves forcing the valves to
move downward and off from their seats.
ROCK ER ARM / ADJ U ST ER ASSEM BLY (Cont inue d)
Fig. 22 Rocker ArmsTypical Fig. 23 Rocker Arm

1 - CAPSCREWS 1 - CAPSCREWS
2 - BRIDGE 2 - BRIDGE
3 - PIVOT ASSEMBLY 3 - PIVOT ASSEMBLY
4 - PUSH RODS 4 - PUSH RODS
5 - ROCKER ARMS 5 - ROCKER ARMS
REMOVAL INSPECTION
Inspect the pivot surface area of each rocker arm.
NOTE: This procedure can be done with the engine Replace any that are scuffed, pitted, cracked or
in or out of the vehicle. excessively worn.
Inspect the valve stem tip contact surface of each
(1) Remove the cylinder head cover (Refer to 9 - rocker arm and replace any rocker arm that is deeply
ENGINE/CYLINDER HEAD/CYLINDER HEAD pitted.
COVER(S) - REMOVAL). Inspect each push rod end for excessive wear and
(2) Check for rocker arm bridges which are caus- replace as required. If any push rod is excessively
ing misalignment of the rocker arm to valve tip area. worn because of lack of oil, replace it and inspect the
(3) Remove the capscrews at each bridge and pivot corresponding hydraulic tappet for excessive wear.
assembly (Fig. 23). Alternately loosen the capscrews Inspect the push rods for straightness by rolling
one turn at a time to avoid damaging the bridges. them on a flat surface or by shining a light between
(4) Remove the bridges, pivots and corresponding the push rod and the flat surface.
pairs of rocker arms (Fig. 23). Place them on a bench A wear pattern along the length of the push rod is
in the same order as removed. not normal. Inspect the engine cylinder head for
(5) Remove the push rods and place them on a obstruction if this condition exists.
bench in the same order as removed.
INSTALLATION
CLEANING
Clean all the components with cleaning solvent. NOTE: This procedure can be done with the engine
Use compressed air to blow out the oil passages in in or out of the vehicle.
the rocker arms and push rods.
(1) Lubricate the ball ends of the push rods with
Mopart Engine Oil Supplement, or equivalent and
install push rods in their original locations. Ensure
ROCK ER ARM / ADJ U ST ER ASSEM BLY (Cont inue d)
that the bottom end of each push rod is centered in
the tappet plunger cap seat.
(2) Using Mopart Engine Oil Supplement, or
equivalent, lubricate the area of the rocker arm that
the pivot contacts. Install rocker arms, pivots and
bridge above each cylinder in their originally position
(Fig. 24).
(3) Loosely install the capscrews through each
bridge.
(4) At each bridge, tighten the capscrews alter-
nately, one turn at a time, to avoid damaging the
bridge. Tighten the capscrews to 28 Nm (21 ft. lbs.)
torque.
(5) Install the engine cylinder head cover (Refer to
9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - INSTALLATION).
Fig. 25 Valve
2 - RETAINER
4 - INTAKE VALVE
5 - EXHAUST VALVE
6 - VALVE SPRING
VALV E SPRI N GS
DESCRIPTION
The valve springs (Fig. 26) are made of high
strength silicon chrome spring steel. The springs are
common for both intake and exhaust valves.
STANDARD PROCEDURE - VALVE SPRING

TENSION TEST
Clean all carbon deposits from the combustion
Fig. 24 Rocker Arm chambers, valve ports, valve stems, valve stem
guides and head.
1 - CAPSCREWS
2 - BRIDGE Use a universal Valve Spring Tester and a torque
3 - PIVOT ASSEMBLY wrench to test each valve spring for the specified ten-
4 - PUSH RODS sion value (Fig. 27).
5 - ROCKER ARMS
Replace valve springs that are not within specifica-
tions.
VALV E ST EM SEALS
REMOVAL
DESCRIPTION
The valve stem seals (Fig. 25) are made of rubber NOTE: This procedure can be done with the engine
and incorporate a garter spring to maintain consis- cylinder head installed on the block.
tent lubrication control.
Inspect the valve stems, especially the grooves. An
Arkansas smooth stone should be used to remove
nicks and high spots.
REMOVAL) for access to each valve spring to be
removed.
(3) Remove push rods. Retain the push rods,
bridges, pivots and rocker arms in the same
order and position as removed.
(4) Inspect the springs and retainer for cracks and
possible signs of weakening.
(5) Remove the spark plug(s) adjacent to the cylin-
der(s) below the valve springs to be removed.
(6) Connect an air hose to the adapter and apply
air pressure slowly. Maintain at least 621 kPa (90
psi) of air pressure in the cylinder to hold the valves
against their seats. For vehicles equipped with an air
conditioner, use a flexible air adaptor when servicing
the No.1 cylinder.
(7) Tap the retainer or tip with a rawhide hammer
to loosen the lock from the retainer. Use Valve Spring
Compressor Tool MD-998772A to compress the spring
and remove the locks (Fig. 28).
(8) Remove valve spring and retainer (Fig. 28).
(9) Remove valve stem oil seals (Fig. 28). Note the
valve seals are different for intake and exhaust
Fig. 26 VALVE AND KEEPER CONFIGURATION 4.0L
valves. The top of each seal is marked either INT
2 - RETAINER
(intake/black in color) or EXH (exhaust/brown in
3 - VALVE STEM OIL SEAL color). DO NOT mix the seals.
4 - INTAKE VALVE
5 - EXHAUST VALVE
6 - VALVE SPRING
Fig. 27 Valve Spring Tester

1 - TORQUE WRENCH
2 - VALVE SPRING TESTER
Fig. 28 Valve and Valve Components
Each valve spring is held in place by a retainer 1 - VALVE LOCKS (3BEAD)
and a set of conical valve locks. The locks can be 2 - RETAINER
removed only by compressing the valve spring. 3 - VALVE STEM OIL SEAL
4 - INTAKE VALVE
(1) Remove the engine cylinder head cover (Refer 5 - EXHAUST VALVE
to 9 - ENGINE/CYLINDER HEAD/CYLINDER 6 - VALVE SPRING
HEAD COVER(S) - REMOVAL).
(2) Remove cap screws, bridge and pivot assem-
blies and rocker arms (Refer to 9 - ENGINE/CYLIN-
DER HEAD/ROCKER ARM / ADJUSTER ASSY -
INSTALLATION (7) Install the rocker arms, pivots and bridge

(Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER
NOTE: This procedure can be done with the engine ARM / ADJUSTER ASSY - INSTALLATION) at their
cylinder head installed on the block. original location.
(8) Install the engine cylinder head cover (Refer to
9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD
CAUTION: Install oil seals carefully to prevent dam- COVER(S) - INSTALLATION).
age from the sharp edges of the valve spring lock
grove.
EN GI N E BLOCK
(1) Lightly push the valve seal over the valve stem
and valve guide boss. Be sure the seal is completely CLEANING
seated on the valve guide boss. Thoroughly clean the oil pan and engine block gas-
(2) Install valve spring and retainer (Fig. 29). ket surfaces.
(3) Compress the valve spring with Valve Spring Use compressed air to clean out:
Compressor Tool MD-998772A and insert the valve The galley at the oil filter adaptor hole.
locks. Release the spring tension and remove the The front and rear oil galley holes.
tool. Tap the spring from side-to-side to ensure that The feed holes for the crankshaft main bearings.
the spring is seated properly on the engine cylinder Once the block has been completely cleaned, apply
head. Loctite PST pipe sealant with Teflon 592 to the
threads of the front and rear oil galley plugs. Tighten
the plugs to 34 Nm (25 ft. lbs.) torque.
INSPECTION
(1) It is mandatory to use a dial bore gauge to
measure each cylinder bore diameter (Fig. 30). To
correctly select the proper size piston, a cylinder bore
gauge, capable of reading in 0.003 mm (.0001 in.)
INCREMENTS is required. If a bore gauge is not
available, do not use an inside micrometer.
Fig. 29 Valve and Valve

2 - RETAINER
4 - INTAKE VALVE
5 - EXHAUST VALVE
6 - VALVE SPRING
(4) Release air pressure and disconnect the air

hose. Remove the adaptor from the spark plug hole
and install the spark plug.
(5) Repeat the procedures for each remaining valve
spring to be removed. Fig. 30 Cylinder Bore Measurement
(6) Install the push rods. Ensure the bottom end of
each rod is centered in the plunger cap seat of the (2) Measure the inside diameter of the cylinder
hydraulic valve tappet. bore at three levels below top of bore. Start perpen-
dicular (across or at 90 degrees) to the axis of the
crankshaft and then take two additional reading.
(3) Measure the cylinder bore diameter crosswise
to the cylinder block near the top of the bore. Repeat
the measurement near the middle of the bore, then
repeat the measurement near the bottom of the bore.
(4) Determine taper by subtracting the smaller
diameter from the larger diameter.
(5) Rotate measuring device 90 and repeat steps
above.
(6) Determine out-of-roundness by comparing the
difference between each measurement.
(7) If cylinder bore taper does not exceed 0.025
mm (0.001 inch) and out-of-roundness does not
exceed 0.025 mm (0.001 inch), the cylinder bore can
be honed. If the cylinder bore taper or out- of-round
condition exceeds these maximum limits, the cylinder
must be bored and then honed to accept an oversize
piston. A slight amount of taper always exists in the
cylinder bore after the engine has been in use for a
period of time.
Fig. 31 CamshaftTypical
CAM SH AFT & BEARI N GS (I N 1 - CAMSHAFT
BLOCK ) 2 - LOBES
3 - BEARING JOURNAL
DESCRIPTION (2) Using Special tool 8544 Camshaft Bushing

The camshaft is made of gray cast iron with twelve Remover Installer, remove the camshaft bearings.
machined lobes and four bearing journals (Fig. 31).
When the camshaft rotates the lobes actuate the tap- REMOVAL - CAMSHAFT
pets and push rods, forcing upward on the rocker
arms which applies downward force on the valves. WARNING: THE COOLANT IN A RECENTLY OPER-
ATED ENGINE IS HOT AND PRESSURIZED.
RELEASE THE PRESSURE BEFORE REMOVING
REM OVAL THE DRAIN COCK, CAP AND DRAIN PLUGS.
REMOVAL - CAMSHAFT BEARINGS (1) Disconnect negative cable from battery.

The camshaft rotates within four steel-shelled, (2) Drain the cooling system (Refer to 7 - COOL-
babbitt-lined bearings that are pressed into the cyl- ING - STANDARD PROCEDURE).
inder block and then line reamed. The camshaft (3) Remove the radiator (Refer to 7 - COOLING/
bearing bores and bearing diameters are not the ENGINE/RADIATOR - REMOVAL) and condenser
same size. They are stepped down in 0.254 mm (Refer to 24 - HEATING & AIR CONDITIONING/
(0.010 inch) increments from the front bearing (larg- PLUMBING/A/C CONDENSER - REMOVAL), if
est) to the rear bearing (smallest). This permits eas- equipped with A/C.
ier removal and installation of the camshaft. The (4) Remove the engine cylinder head cover (Refer
camshaft bearings are pressure lubricated. Camshaft to 9 - ENGINE/CYLINDER HEAD/CYLINDER
end play is maintained by the thrust plate. HEAD COVER(S) - REMOVAL).
(1) Remove the camshaft (Refer to 9 - ENGINE/ (5) Remove the rocker arms, bridges and pivots
ENGINE BLOCK/CAMSHAFT & BEARINGS (IN (Refer to 9 - ENGINE/CYLINDER HEAD/ROCKER
BLOCK) - REMOVAL). ARM / ADJUSTER ASSY - REMOVAL).
(6) Remove the push rods.
NOTE: It is not advisable to attempt to replace cam- (7) Remove the engine cylinder head and gasket
shaft bearings unless special removal and installa- (Refer to 9 - ENGINE/CYLINDER HEAD -
tion tools are available, such as recommended tool REMOVAL).
8544 Camshaft Bushing Remover Installer. (8) Remove the hydraulic valve tappets from the
engine cylinder block (Refer to 9 - ENGINE/ENGINE
CAM SH AFT & BEARI N GS (I N BLOCK ) (Cont inue d)
BLOCK/HYDRAULIC LIFTERS (CAM IN BLOCK) -
REMOVAL).
(9) Remove the vibration damper (Refer to 9 -
ENGINE/ENGINE BLOCK/VIBRATION DAMPER -
REMOVAL).
(10) Remove the timing case cover (Refer to 9 -
COVER(S) - REMOVAL).
(11) Rotate the crankshaft until the crankshaft
sprocket timing mark is aligned on centerline with
the camshaft sprocket timing mark (Fig. 33).
(12) Remove the timing chain and sprockets (Refer
to 9 - ENGINE/VALVE TIMING/TIMING BELT/
CHAIN AND SPROCKETS - REMOVAL).
(13) Remove the front bumper and/or grille, as
required.
(14) Remove the two thrust plate retaining screws,
thrust plate and camshaft (Fig. 32).
Fig. 33 Crankshaft / Camshaft Sprocket Timing Mark

Alignment
1 - CAMSHAFT SPROCKET
2 - TIMING MARKS
(1) Using recommended special tool 8544 Cam-

shaft Bearing Remover/Installer, install new cam-
shaft bearings.
INSTALLATION - CAMSHAFT
(1) Lubricate the camshaft with Mopart Engine
Oil Supplement, or equivalent.
(2) Carefully install the camshaft to prevent dam-
age to the camshaft bearings.
(3) Position thrust plate and install retaining
screws. Tighten screws to 24 Nm (18 ft. lbs.).
(4) Lubricate the camshaft with Mopart engine oil
Fig. 32 Camshaft Removal supplement, or equivalent.
1 - CAMSHAFT (5) Install the camshaft sprocket, crankshaft
2 - CRANKSHAFT sprocket and timing chain (Refer to 9 - ENGINE/
I N STALLAT I ON SPROCKETS - INSTALLATION).
(6) Tighten the camshaft sprocket bolt and washer
INSTALLATION - CAMSHAFT BEARINGS to 68 Nm (50 ft. lbs.).
(7) To verify correct installation of the timing
CAUTION: Make sure outside diameter of number 1 chain, turn the crankshaft two full revolutions then
bearing is clean. Make sure that the bearing is position the camshaft sprocket timing mark as shown
properly installed in the engine block, align the oil in (Fig. 34).
hole in the bearing with the oil gallery in the bear- (8) Install the timing case cover with a replace-
ing bore. Failure to do so will cause inadequate oil ment oil seal (Fig. 35). (Refer to 9 - ENGINE/VALVE
supply for the sprockets and timing chain. TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
CAM SH AFT & BEARI N GS (I N BLOCK ) (Cont inue d)
(12) Install the cylinder head (Refer to 9 -
ENGINE/CYLINDER HEAD - INSTALLATION).
(13) Install the push rods.
(14) Install the rocker arms and pivot and bridge
assemblies (Refer to 9 - ENGINE/CYLINDER HEAD/
ROCKER ARM / ADJUSTER ASSY - INSTALLA-
TION).
(15) Install the engine cylinder head cover (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - INSTALLATION).
(16) Install the serpentine drive belt (Refer to 7 -
INSTALLATION).
NOTE: During installation, lubricate the hydraulic

valve tappets and all valve components with
MoparT Engine Oil Supplement, or equivalent. The
MoparT Engine Oil Supplement, or equivalent must
remain with the engine oil for at least 1609 km
(1,000 miles). The oil supplement need not be
drained until the next scheduled oil change.
Fig. 34 Crankshaft / Camshaft Chain Drive (17) Install the radiator (Refer to 7 - COOLING/
InstallationTypical ENGINE/RADIATOR - INSTALLATION).
(18) Check the ignition timing and adjust as nec-
1 - CAMSHAFT SPROCKET
2 - TIMING MARKS essary.
3 - CRANKSHAFT SPROCKET (19) Install the grille and bumper, if removed.
(9) Install the vibration damper (Fig. 35) (Refer to
DAMPER - INSTALLATION). CON N ECT I N G ROD BEARI N GS
STANDARD PROCEDURE - FITTING
CONNECTING ROD BEARINGS
Inspect the connecting rod bearings for scoring and
bent alignment tabs (Fig. 36) (Fig. 37). Check the
bearings for normal wear patterns, scoring, grooving,
fatigue and pitting (Fig. 38). Replace any bearing
that shows abnormal wear.
Inspect the connecting rod journals for signs of
scoring, nicks and burrs.
Misaligned or bent connecting rods can cause
abnormal wear on pistons, piston rings, cylinder
walls, connecting rod bearings and crankshaft con-
necting rod journals. If wear patterns or damage to
any of these components indicate the probability of a
Fig. 35 Timing Case Cover Components misaligned connecting rod, inspect it for correct rod
1 - TIMING CASE COVER alignment. Replace misaligned, bent or twisted con-
2 - OIL SLINGER necting rods.
3 - CRANKSHAFT OIL SEAL
4 - VIBRATION DAMPER PULLEY
BEARING-TO-JOURNAL CLEARANCE
(10) Install the hydraulic valve tappets (Refer to 9 (1) Wipe the oil from the connecting rod journal.
- ENGINE/ENGINE BLOCK/HYDRAULIC LIFTERS (2) Use short rubber hose sections over rod bolts
(CAM IN BLOCK) - INSTALLATION). during installation.
(11) Install the cylinder head gasket with the (3) Lubricate the upper bearing insert and install
numbers facing up. in connecting rod.
CON N ECT I N G ROD BEARI N GS (Cont inue d)
39). Verify that the oil squirt holes in the rods face
the camshaft and that the arrows on the pistons face
the front of the engine.
Fig. 36 Connecting Rod Bearing Inspection

Fig. 39 Rod and Piston Assembly Installation
1 - UPPER BEARING HALF
2 - MATING EDGES (5) Install the lower bearing insert in the bearing
3 - GROOVES CAUSED BY ROD BOLTS SCRATCHING JOURNAL cap. The lower insert must be dry. Place strip of Plas-
DURING INSTALLATION
4 - WEAR PATTERN - ALWAYS GREATER ON UPPER BEARING tigage across full width of the lower insert at the cen-
5 - LOWER BEARING HALF ter of bearing cap. Plastigage must not crumble in
use. If brittle, obtain fresh stock.
(6) Install bearing cap and connecting rod on the
journal and tighten nuts to 45 Nm (33 ft. lbs.)
torque. DO NOT rotate crankshaft. Plastigage will
smear, resulting in inaccurate indication.
(7) Remove the bearing cap and determine amount
of bearing-to- journal clearance by measuring the
width of compressed Plastigage (Fig. 40). Plastigage
should indicate the same clearance across the
entire width of the insert. If the clearance var-
ies, it may be caused by either a tapered jour-
nal, bent connecting rod or foreign material
trapped between the insert and cap or rod.
Fig. 37 Locking Tab Inspection

1 - ABNORMAL CONTACT AREA CAUSED BY LOCKING TABS
NOT FULLY SEATED OR BEING BENT
Fig. 38 Scoring Caused by Insufficient Lubrication

or Damaged Crankshaft Journal Fig. 40 Measuring Bearing Clearance with
(4) Use piston ring compressor to install the rod Plastigage
and piston assemblies. The oil squirt holes in the 1 - PLASTIGAGE SCALE
rods must face the camshaft. The arrow on the piston 2 - COMPRESSED PLASTIGAGE
crown should point to the front of the engine (Fig.
9 - 100 ENGINE 4. 0L TJ
CON N ECT I N G ROD BEARI N GS (Cont inue d)
(8) If the correct clearance is indicated, replace- backs of the inserts. Measure the clearance as
ment of the bearing inserts is not necessary. Remove described in the previous steps.
the Plastigage from crankshaft journal and bearing (10) The clearance is measured with a pair of
insert. Proceed with installation. 0.0254 mm (0.001 inch) undersize bearing inserts
(9) If bearing-to-journal clearance exceeds the installed. This will determine if two 0.0254 mm
specification, install a pair of 0.0254 mm (0.001 inch) (0.001 inch) undersize inserts or another combination
undersize bearing inserts. All the odd size inserts is needed to provide the correct clearance. Refer to
must be on the bottom. The sizes of the service CONNECTING ROD BEARING FITTING CHART.
replacement bearing inserts are stamped on the
CON N ECT I N G ROD BEARI N G FI T T I N G CH ART
CRANKSHAFT JOURNAL CORRESPONDING ROD BEARING INSERT

Color Code Diameter Upper Insert Size Lower Insert Size
53.2257 - 53.2079 mm
Yellow Yellow - Standard Yellow - Standard
(2.0955 - 2.0948 in.)
53.2079 - 53.1901 mm
(2.0948 - 2.0941 in.) Blue - Undersize
Orange Yellow - Standard
0.0178 mm (0.0007 in.) 0.025 mm (0.001 in.)
Undersize
53.1901 - 53.1724 mm
Blue (2.0941 - 2.0934 in.) Blue - Undersize Blue - Undersize

0.0356 mm (0.0014 in.) 0.025 mm (0.001 in.) 0.025 mm (0.001 in.)
Undersize
52.9717 - 52.9539 mm
(2.0855 - 2.0848 in.) Red - Undersize Red - Undersize
Red
0.254 mm (0.010 in.) 0.254 mm (0.010 in.) 0.254 mm (0.010 in.)
Undersize
(11) FOR EXAMPLE: If the initial clearance was

0.0762 mm (0.003 inch), 0.025 mm (0.001 inch)
undersize inserts would reduce the clearance by
0.025 mm (0.001 inch). The clearance would be 0.002
inch and within specification. A 0.051 mm (0.002
inch) undersize insert would reduce the initial clear-
ance an additional 0.013 mm (0.0005 inch). The
clearance would then be 0.038 mm (0.0015 inch).
(12) Repeat the Plastigage measurement to verify
your bearing selection prior to final assembly.
(13) Once you have selected the proper insert,
install the insert and cap. Tighten the connecting rod
bolts to 45 Nm (33 ft. lbs.) torque.
SIDE CLEARANCE MEASUREMENT

Slide snug-fitting feeler gauge between the con-
necting rod and crankshaft journal flange (Fig. 41). Fig. 41 Checking Connecting Rod Side Clearance -
(Refer to 9 - ENGINE - SPECIFICATIONS). Replace Typical
the connecting rod if the side clearance is not within
specification.
TJ ENGINE 4. 0L 9 - 101
CRAN K SH AFT The main bearing journal size (diameter) is identi-

fied by a color-coded paint mark (Fig. 43)on the adja-
cent cheek or counterweight towards the rear of the
DESCRIPTION
crankshaft (flange end). The rear main journal, is
The crankshaft is constructed of nodular cast iron.
identified by a color-coded paint mark on the crank-
The crankshaft is a crosshaped four throw design
shaft rear flange.
with eight counterweights for balancing purposes.
When required, upper and lower bearing inserts of
The crankshaft is supported by seven select main
different sizes may be used as a pair. A standard size
bearings with the number three serving as the thrust
insert is sometimes used in combination with a 0.025
washer location. The main journals of the crankshaft
mm (0.001 inch) undersize insert to reduce the clear-
are cross drilled to improve rod bearing lubrication.
ance by 0.013 mm (0.0005 inch). Never use a pair
The select fit main bearing markings are located on
of bearing inserts with greater than a 0.025 mm
the crankshaft counter weights. The crankshaft rear
(0.001 inch) difference in size. Refer to the
oil seal is a two piece design. The front oil seal is a
Bearing Insert Pair Chart.
one piece design retained in the timing chain cover
(Fig. 42). NOTE: When replacing inserts, the odd size inserts
must be either all on the top (in cylinder block) or
all on the bottom (in main bearing cap).
Once the bearings have been properly fitted, (Refer

to 9 - ENGINE/ENGINE BLOCK/CRANKSHAFT
MAIN BEARINGS - INSTALLATION).
BEARING-TO-JOURNAL CLEARANCE (CRANKSHAFT

INSTALLED)
When using Plastigage, check only one bearing
clearance at a time.
Install the grooved main bearings into the cylinder
block and the non-grooved bearings into the bearing
Fig. 42 Crankshaft with Select Fit Marking Location caps.
1 - 1/4 LETTERS Install the crankshaft into the upper bearings dry.
2 - (ROD) Place a strip of Plastigage across full width of the
3 - (MAIN) crankshaft journal to be checked.
Install the bearing cap and tighten the bolts to 108
CRAN K SH AFT M AI N Nm (80 ft. lbs.) torque.
BEARI N GS NOTE: DO NOT rotate the crankshaft. This will
cause the Plastigage to shift, resulting in an inaccu-
STANDARD PROCEDURE - FITTING rate reading. Plastigage must not be permitted to
CRANKSHAFT MAIN BEARINGS crumble. If brittle, obtain fresh stock.
FITTING BEARINGS (CRANKSHAFT INSTALLED) Remove the bearing cap. Determine the amount of
The main bearing caps, numbered (front to rear) clearance by measuring the width of the compressed
from 1 through 7 have an arrow to indicate the for- Plastigage with the scale on the Plastigage envelope
ward position. The upper main bearing inserts are (Fig. 44). (Refer to 9 - ENGINE - SPECIFICATIONS)
grooved to provide oil channels while the lower for the proper clearance.
inserts are smooth. Plastigage should indicate the same clearance
Each bearing insert pair is selectively fitted to its across the entire width of the insert. If clearance var-
respective journal to obtain the specified operating ies, it may indicate a tapered journal or foreign
clearance. In production, the select fit is obtained by material trapped behind the insert.
using various-sized color-coded bearing insert pairs If the specified clearance is indicated and there are
as listed in the Main Bearing Fitting Chart. The no abnormal wear patterns, replacement of the bear-
bearing color code appears on the edge of the insert. ing inserts is not necessary. Remove the Plastigage
The size is not stamped on bearing inserts used from the crankshaft journal and bearing insert. Pro-
for engine production. ceed to (Refer to 9 - ENGINE/ENGINE BLOCK/
CRANKSHAFT MAIN BEARINGS -
INSTALLATION).
9 - 102 ENGINE 4. 0L TJ
Fig. 43 Crankshaft Journal Size Paint I.D. Location

1 - NO. 7 MAIN JOURNAL SIZE PAINT MARK 3 - NO. 1 CONNECTING ROD JOURNAL SIZE PAINT MARK
2 - NO. 6 CONNECTING ROD JOURNAL SIZE PAINT MARK 4 - NO. 1 MAIN JOURNAL SIZE PAINT MARK
(0.001 inch) undersize insert would reduce the origi-

nal clearance an additional 0.0127 mm (0.0005 inch).
The clearance would then be 0.0381 mm (0.0015
inch).
CAUTION: Never use a pair of inserts that differ

more than one bearing size as a pair.
FOR EXAMPLE: DO NOT use a standard size

upper insert and a 0.051 mm (0.002 inch) undersize
lower insert.
If the clearance exceeds specification using a pair
of 0.051 mm (0.002 inch) undersize bearing inserts,
measure crankshaft journal diameter with a
micrometer. If the journal diameter is correct, the
crankshaft bore in the cylinder block may be mis-
Fig. 44 Measuring Bearing Clearance with aligned, which requires cylinder block replacement or
Plastigage machining to true bore.
Replace the crankshaft or grind to accept the
1 - PLASTIGAGE SCALE
2 - COMPRESSED PLASTIGAGE appropriate undersize bearing inserts if:
Journal diameters 1 through 6 are less than
If the clearance exceeds specification, install a pair 63.4517 mm (2.4981 inches)
of 0.025 mm (0.001 inch) undersize bearing inserts Journal 7 diameter is less than 63.4365 mm
and measure the clearance as described in the previ- (2.4975 inches).
ous steps. Once the proper clearances have been obtained,
The clearance indicate with the 0.025 mm (0.001 proceed to (Refer to 9 - ENGINE/ENGINE BLOCK/
inch) undersize insert pair installed will determine if CRANKSHAFT MAIN BEARINGS - INSTALLA-
this insert size or some other combination will pro- TION).
vide the specified clearance. FOR EXAMPLE: If the
clearance was 0.0762 mm (0.003 inch) originally, a JOURNAL DIAMETER (CRANKSHAFT REMOVED)
pair of 0.0254 mm (0.001 inch) undersize inserts Remove the crankshaft from the cylinder block.
would reduce the clearance by 0.0254 mm (0.001 Clean the oil off the main bearing journal.
inch). The clearance would then be 0.0508 mm (0.002 Determine the maximum diameter of the journal
inch) and within the specification. A 0.051 mm (0.002 with a micrometer. Measure at two locations 90
inch) undersize bearing insert and a 0.0254 mm apart at each end of the journal.
TJ ENGINE 4. 0L 9 - 103
The maximum allowable taper and out of round is Corresponding
0.013 mm (0.0005 inch). Compare the measured Crankshaft Journal #7 Only
Bearing Insert
diameter with the journal diameter specification
MAIN BEARING FITTING CHART. Select inserts Upper Lower
Color
required to obtain the specified bearing-to-journal Diameter Insert Insert
Code
clearance. Size Size
Install the crankshaft into the cylinder block. 63.4873 -
M AI N BEARI N G FI T T I N G CH ART 63.4746 mm Yellow - Yellow -
Yellow
(2.4995 - 2.4990 Standard Standard
Corresponding in.)
Crankshaft Journals #1-6 Crankshaft Bearing 63.4746 -
Insert 63.4619 mm Blue -
Upper Lower (2.4990 - 2.4985 Undersize
Color Yellow - 0.025
Diameter Insert Insert Orange in.)
Code Standard mm
Size Size
0.0127 mm (0.001
63.5025 (0.0005 in.)
-63.4898 mm in.)
Yellow - Yellow -
Yellow Undersize
(2.5001 - 2.4996 Standard Standard
in.) 63.4619 -
63.4492 mm Blue - Blue -
63.4898 - Undersize Undersize
63.4771 mm Blue - (2.4985 - 2.4980
in.) 0.025 0.025
Undersize Blue
(2.4996 - 2.4991 mm mm
in.) Yellow - 0.025 0.0254 mm (0.001 (0.001
Orange
Standard mm (0.001 in.) in.) in.)
0.0127 mm (0.001
(0.0005 in.) Undersize
in.)
Undersize 63.4492 -
63.4365 mm Blue - Green -
63.4644 mm Blue - Blue - (2.4980 - 2.4975
in.) 0.025 0.051
Undersize Undersize Green
(2.4991 - 2.4986 mm mm
in.) 0.025 0.025 0.0381 mm (0.001 (0.002
Blue
mm mm (0.0015 in.) in.) in.)
0.0254 mm (0.001 (0.001
in.) in.)
Undersize 63.2333 -
63.2206 mm Red - Red -
63.4517 mm Blue - Green - (2.4895 - 2.4890
in.) 0.254 0.254
(2.4986 - 2.4981 Undersize Undersize Red
mm mm
in.) 0.025 0.051 0.254 mm (0.010 (0.010
Green
mm mm (0.010 in.) in.) in.)
0.0381 mm (0.001 (0.002
in.) in.)
Undersize
REMOVAL
63.2485 - (1) Disconnect negative cable from battery.
63.2358 mm Red - Red - (2) Remove the spark plugs (Refer to 8 - ELEC-
(2.4901 - 2.4896 Undersize Undersize TRICAL/IGNITION CONTROL/SPARK PLUG -
in.) 0.254 0.254 REMOVAL).
Red
mm mm (3) Raise the vehicle.
0.254 mm (0.010 (0.010 (4) Remove the oil pan (Refer to 9 - ENGINE/LU-
(0.010 in.) in.) in.) BRICATION/OIL PAN - REMOVAL) and oil pump
Undersize (Refer to 9 - ENGINE/LUBRICATION/OIL PUMP -
REMOVAL).
(5) Remove main bearing cap brace (Fig. 45).
9 - 104 ENGINE 4. 0L TJ
nal oil hole. Bend the cotter pin as illustrated to fab-
ricate the tool (Fig. 47). With the cotter pin tool in
place, rotate the crankshaft so that the upper bear-
ing insert will rotate in the direction of its locking
tab. Because there is no hole in the No.3 main jour-
nal, use a tongue depressor or similar soft-faced tool
to remove the bearing insert (Fig. 47). After moving
the insert approximately 25 mm (1 inch), it can be
removed by applying pressure under the tab.
(9) Using the same procedure described above,
remove the remaining bearing inserts one at a time
for inspection.
Fig. 45 Main Bearing Caps and Brace.

1 - BLOCK
2 - MAIN BEARING CAP BRACE
(6) Remove only one main bearing cap and lower

insert at a time (Fig. 46).
Fig. 47 Removing Upper Inserts

1 - COTTER PIN
2 - BEARING INSERT
3 - TONGUE DEPRESSOR
INSPECTION
Wipe the inserts clean and inspect for abnormal
wear patterns and for metal or other foreign material
imbedded in the lining. Normal main bearing insert
wear patterns are illustrated (Fig. 48). In general the
lower bearing half will have a heaver wear pattern.
NOTE: If any of the crankshaft journals are scored,

Fig. 46 Removing Main Bearing Caps and Lower remove the engine for crankshaft repair.
Inserts
Inspect the back of the inserts for fractures, scrap-
1 - CONNECTING ROD JOURNAL
2 - MAIN BEARING CAPS ings or irregular wear patterns.
Inspect the upper insert locking tabs for damage.
(7) Remove the lower insert from the bearing cap. Replace all damaged or worn bearing inserts.
(8) Remove the upper insert by LOOSENING (DO
NOT REMOVE) all of the other bearing caps. Now
insert a small cotter pin tool in the crankshaft jour-
TJ ENGINE 4. 0L 9 - 105
Fig. 48 Main Bearing Wear Patterns

1 - UPPER INSERT
2 - NO WEAR IN THIS AREA
3 - LOW AREA IN BEARING LINING
4 - LOWER INSERT
INSTALLATION
(1) Lubricate the bearing surface of each insert Fig. 49 Location of Sealer
with engine oil. 1 - DOWEL
(2) Loosen all the main bearing caps. Install the 2 - SEALER LOCATIONS
main bearing upper inserts. 3 - CYLINDER BLOCK
(3) Install the lower bearing inserts into the main 4 - HALFWAY BETWEEN
5 - REAR FACE OF CYLINDER BLOCK
bearing caps.
6 - 3mm (0.125 in.)
(4) On the rear main cap, apply Mopart Gasket
Maker sealer on both sides of cylinder block as (b) Position the dial indicator rod so that it is
shown in (Fig. 49). The dab of sealer should be 3 mm parallel to the center line of the crankshaft.
(0.125 in.) in diameter. (c) Pry the crankshaft forward, position the dial
(5) Apply Mopart Gasket Maker on the rear bear- indicator to zero.
ing cap. The bead should be 2.3 mm (0.09 in.) in (d) Pry the crankshaft forward and backward.
diameter. DO NOT apply sealer to the lip of the seal. Note the dial indicator readings. End play is the
(6) Install the main bearing cap(s) and lower difference between the high and low measurements
insert(s). (Fig. 50). Correct end play is 0.038-0.165 mm
(7) Tighten the bolts of caps 1, 2, 4, 5, 6, and 7 to (0.0015-0.0065 inch). The desired specifications are
54 Nm (40 ft. lbs.) torque. Now tighten these bolts to 0.051-0.064 mm (0.002-0.0025 inch).
95 Nm (70 ft. lbs.) torque. Finally, tighten these (e) If end play is not within specification, inspect
bolts to 108 Nm (80 ft. lbs.) torque. crankshaft thrust faces for wear. If no wear is
(8) Push the crankshaft forward and backward. apparent, replace the thrust bearing and measure
Load the crankshaft front or rear and tighten cap end play. If end play is still not within specifica-
bolt No.3 to 54 Nm (40 ft. lbs.) torque. Then tighten tion, replace the crankshaft.
to 95 Nm (70 ft. lbs.) torque and finally tighten to (11) If the crankshaft was removed, install the
108 Nm (80 ft. lbs.) torque. crankshaft into the cylinder block.
(9) Rotate the crankshaft after tightening each (12) Install main bearing cap brace tighten nuts to
main bearing cap to ensure the crankshaft rotates 47 Nm (35 ft. lbs.) torque.
freely. (13) Install oil pump assy. and tighten attaching
(10) Check crankshaft end play. Crankshaft end bolts to 23 Nm (17 ft. lbs.)
play is controlled by the thrust bearing which is (14) Install the oil pan (Refer to 9 - ENGINE/LU-
flange and installed at the No.2 main bearing posi- BRICATION/OIL PAN - INSTALLATION).
tion. (15) Install the drain plug. Tighten the plug to 34
(a) Attach a magnetic base dial indicator to the Nm (25 ft. lbs.) torque.
cylinder block at either the front or rear of the (16) Lower the vehicle.
engine.
9 - 106 ENGINE 4. 0L TJ
Installation Tool 6139 (Fig. 51). Tighten the nut
against the tool until it contacts the cover.
Fig. 50 Crankshaft End Play Measurement

1 - DIAL INDICATOR
2 - CRANKSHAFT
Fig. 51 Timing Case Cover Oil Seal Installation
(17) Install the spark plugs. Tighten the plugs to 1 - SEAL INSTALLATION TOOL
37 Nm (27 ft. lbs.) torque. 2 - DRAW SCREW TOOL
(18) Fill the oil pan with engine oil to the full
mark on the dipstick level. (3) Remove the tools. Apply a light film of engine
(19) Connect negative cable to battery. oil on the vibration damper hub contact surface of
the seal.
(4) Apply Mopart Silicone Rubber Adhesive Seal-
CRAN K SH AFT OI L SEAL - ant to the keyway in the crankshaft and insert the
key. With the key inserted in the keyway in the
FRON T crankshaft, install the vibration damper (Refer to 9 -
REMOVAL INSTALLATION).
This procedure is done with the timing case cover (5) Install the serpentine belt (Refer to 7 - COOL-
installed. ING/ACCESSORY DRIVE/DRIVE BELTS - INSTAL-
(1) Disconnect negative cable from battery. LATION).
(2) Remove the serpentine drive belt (Refer to 7 - (6) Install the radiator shroud.
COOLING/ACCESSORY DRIVE/DRIVE BELTS - (7) Connect negative cable to battery.
REMOVAL).
(3) Remove the vibration damper (Refer to 9 -
ENGINE/ENGINE BLOCK/VIBRATION DAMPER - CRAN K SH AFT OI L SEAL -
REMOVAL).
(4) Remove the radiator shroud.
REAR
(5) Carefully remove the oil seal. Make sure seal
bore is clean. REMOVAL
The crankshaft rear main bearing oil seal consists
INSTALLATION of two half pieces of viton with a single lip that effec-
This procedure is done with the timing case cover tively seals the rear of the crankshaft. Replace the
installed. upper and lower seal halves as a unit to ensure leak-
(1) Position the replacement oil seal on Timing free operation.
Case Cover Alignment and Seal Installation Tool (1) Remove transmission inspection cover.
6139 with seal open end facing inward. Apply a light (2) Remove oil pan. (Refer to 9 - ENGINE/LUBRI-
film of Perfect Seal, or equivalent, on the outside CATION/OIL PAN - REMOVAL)
diameter of the seal. Lightly coat the crankshaft with (3) Remove main bearing cap brace.
engine oil. (4) Remove rear main bearing cap (No.7).
(2) Position the tool and seal over the end of the (5) Push upper seal out of the groove. Ensure that
crankshaft and insert a draw screw tool into Seal the crankshaft and seal groove are not damaged.
TJ ENGINE 4. 0L 9 - 107
CRAN K SH AFT OI L SEAL - REAR (Cont inue d)
(6) Remove lower half of the seal from the bearing
cap.
INSTALLATION
The crankshaft rear main bearing oil seal consists
of two half pieces of viton with a single lip that effec-
tively seals the rear of the crankshaft. Replace the
upper and lower seal halves as a unit to ensure leak-
free operation.
(1) Wipe the seal surface area of the crankshaft
until it is clean.
(2) Apply a thin coat of engine oil.
(3) Coat lip of the seal with engine oil.
(4) Carefully position the upper seal into the
groove in the cylinder block. The lip of the seal faces
toward the front of the engine.
(5) Apply Mopart Gasket Maker sealer on both
sides of cylinder block as shown in (Fig. 52). The dab
of sealer should be 3 mm (0.125 in.) in diameter.
(6) Apply Mopart Gasket Maker on the rear bear-
ing cap (Fig. 52). The bead should be 2.3 mm (0.09
in.) in diameter. DO NOT apply sealer to the lip of
the seal. Fig. 52 Location of Sealer
(7) Position the lower seal into the bearing cap 1 - DOWEL
recess and seat it firmly. Be sure the seal is flush 2 - SEALER LOCATIONS
with the cylinder block pan rail. 3 - CYLINDER BLOCK
(8) Coat the outer curved surface of the lower seal 4 - HALFWAY BETWEEN
with soap and the lip of the seal with engine oil. 5 - REAR FACE OF CYLINDER BLOCK
6 - 3mm (0.125 in.)
(9) Install the rear main bearing cap. DO NOT
strike the cap more than twice for proper engage-
ment.
(10) Tighten all main bearing bolts to 108 Nm (80
ft. lbs.) torque.
(11) Install the main bearing cap brace. Tighten
nuts to 47 Nm (35 ft. lbs.).
(12) Install the oil pan gasket and oil pan (Refer to
9 - ENGINE/LUBRICATION/OIL PAN - INSTALLA-
TION).
ant on cylinder block to rear main bearing cap cor-
ners and cylinder block to front cover joints (four
places) (Fig. 53)
(14) Install transmission inspection cover. Fig. 53 Oil Pan
1 - SEALER LOCATIONS
H Y DRAU LI C LI FT ERS (1) Remove the engine cylinder head(Refer to 9 -

ENGINE/CYLINDER HEAD - REMOVAL).
DESCRIPTION (2) Remove the push rods.
Valve lash is controlled by hydraulic tappets (3) Remove the tappets through the push rod open-
located inside the cylinder block, in tappet bores ings in the cylinder block with a Hydraulic Valve
above the camshaft. Tappet Removal/Installation Tool (Fig. 54).
REMOVAL CLEANING
Clean each tappet assembly in cleaning solvent to
NOTE: Retain all the components in the same order remove all varnish, gum and sludge deposits.
as removed.
9 - 108 ENGINE 4. 0L TJ
mark. A normally functioning tappet will require
20-110 seconds to leak-down. Discard tappets with
leak-down time interval not within this specification.
Fig. 54 HYDRAULIC VALVE TAPPET REMOVAL -

4.0L
1 - HYDRAULIC TAPPET REMOVAL TOOL
2 - CYLINDER BLOCK
INSPECTION
Inspect for indications of scuffing on the side and
base of each tappet body.
Inspect each tappet base for concave wear with a Fig. 55 Leak-Down Tester
straightedge positioned across the base. If the base is 1 - POINTER
concave, the corresponding lobe on the camshaft is 2 - WEIGHTED ARM
3 - RAM
also worn. Replace the camshaft and tappets. 4 - CUP
After cleaning and inspection, test each tappet for 5 - HANDLE
specified leak-down rate tolerance to ensure zero-lash 6 - PUSH ROD
operation (Fig. 55).
Swing the weighted arm of the hydraulic valve tap- INSTALLATION
pet tester away from the ram of the Leak-Down Retain all the components in the same order as
Tester. removed.
(1) Place a 7.925-7.950 mm (0.312-0.313 inch) It is not necessary to charge the tappets with
diameter ball bearing on the plunger cap of the tap- engine oil. They will charge themselves within a very
pet. short period of engine operation.
(2) Lift the ram and position the tappet (with the (1) Dip each tappet in Mopart Engine Oil Supple-
ball bearing) inside the tester cup. ment, or equivalent.
(3) Lower the ram, then adjust the nose of the ram (2) Use Hydraulic Valve Tappet Removal/Installa-
until it contacts the ball bearing. DO NOT tighten tion Tool to install each tappet in the same bore from
the hex nut on the ram. where it was originally removed.
(4) Fill the tester cup with hydraulic valve tappet (3) Install the cylinder head (Refer to 9 - ENGINE/
test oil until the tappet is completely submerged. CYLINDER HEAD - INSTALLATION).
(5) Swing the weighted arm onto the push rod and (4) Install the push rods in their original locations.
pump the tappet plunger up and down to remove air. (5) Install the rocker arms and bridge and pivot
When the air bubbles cease, swing the weighted arm assemblies at their original locations. Loosely install
away and allow the plunger to rise to the normal the capscrews at each bridge.
position. (6) Tighten the capscrews alternately, one turn at
(6) Adjust the nose of the ram to align the pointer a time, to avoid damaging the bridges. Tighten the
with the SET mark on the scale of the tester and capscrews to 28 Nm (21 ft. lbs.) torque.
tighten the hex nut. (7) Pour the remaining Mopart Engine Oil Supple-
(7) Slowly swing the weighted arm onto the push ment, or equivalent over the entire valve actuating
rod. assembly. The Mopart Engine Oil Supplement, or
(8) Rotate the cup by turning the handle at the equivalent must remain with the engine oil for at
base of the tester clockwise one revolution every 2 least 1 609 km (1,000 miles). The oil supplement
seconds. need not be drained until the next scheduled oil
(9) Observe the leak-down time interval from the change.
instant the pointer aligns with the START mark on
the scale until the pointer aligns with the 0.125
TJ ENGINE 4. 0L 9 - 109
(8) Install the cylinder head cover (Refer to 9 - (3) The coated pistons will be serviced with the
ENGINE/CYLINDER HEAD/CYLINDER HEAD piston pin and connecting rod pre-assembled. The
COVER(S) - INSTALLATION). coated piston connecting rod assembly can be
used to service previous built engines and
MUST be replaced as complete sets. Tin coated
PI ST ON & CON N ECT I N G ROD pistons should not be used as replacements for coated
pistons.
DESCRIPTION (4) The coating material is applied to the piston
The pistons (Fig. 56) are made of a high strength after the final piston machining process. Measuring
aluminum alloy, the piston skirts are coated with a the outside diameter of a coated piston will not pro-
solid lubricant (Molykote) to reduce friction and provide accurate results (Fig. 57). Therefore measuring
vide scuff resistance. The connecting rods are made the inside diameter of the cylinder bore with a dial
of cast iron. Bore Gauge is MANDATORY. To correctly select the
proper size piston, a cylinder bore gauge capable of
reading in 0.003 mm (.0001 in.) increments is
required.
(5) Piston installation into the cylinder bore
requires slightly more pressure than that required
for non-coated pistons. The bonded coating on the
piston will give the appearance of a line-to-line fit
with the cylinder bore.
Fig. 56 Piston and Connecting Rod Assembly

STANDARD PROCEDURE - PISTON FITTING
(1) To correctly select the proper size piston, a cyl-
inder bore gauge, capable of reading in 0.003 mm
(.0001 in.) INCREMENTS is required. If a bore
gauge is not available, do not use an inside microme- Fig. 57 Moly Coated Piston
ter. 1 - MOLY COATED
(2) Measure the inside diameter of the cylinder 2 - MOLY COATED
bore at a point 49.5 mm (1-15/16 inches) below top of
bore. Start perpendicular (across or at 90 degrees) to
the axis of the crankshaft at point A and then take
an additional bore reading 90 degrees to that at point
B (Fig. 58).
9 - 110 ENGINE 4. 0L TJ
PI ST ON SI Z E CH ART (7) Drain the engine oil.
(8) Remove the oil pan and gasket. (Refer to 9 -
CYLINDER BORE SIZE PISTON LETTER SIZE ENGINE/LUBRICATION/OIL PAN - REMOVAL).
(9) Remove main bearing cap brace (Fig. 59).
98.438 - 98.448 mm A
(3.8755 - 3.8759 in.)
98.448 - 98.458 mm B
(3.8759 - 3.8763 in.)
98.458 - 98.468 mm C
(3.8763 - 3.8767 in.)
98.468 - 98.478 mm D
(3.8767 - 3.8771 in.)
98.478 - 98.488 mm E
(3.8771 - 3.8775 in.)
98.488 - 98.498 mm F
(3.8775 - 3.8779 in.)
Fig. 59 Main Bearings Caps and Brace

1 - BLOCK
2 - MAIN BEARING CAP BRACE
(10) Remove the connecting rod bearing caps and

inserts. Mark the caps and rods with the cylinder
bore location. The connecting rods and caps are
stamped with a two letter combination (Fig. 60).
Fig. 58 Bore Gauge

1 - FRONT
2 - BORE GAUGE
3 - CYLINDER BORE
4 - 49.5 MM (1-15/16 in.)
REMOVAL
(1) Remove the engine cylinder head cover. (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - REMOVAL).
(2) Remove the rocker arms, bridges and pivots.
(3) Remove the push rods. Fig. 60 Stamped Connecting Rods and Caps
(4) Remove the engine cylinder head. (Refer to 9 - 1 - CONNECTING ROD CAP
2 - CONNECTING ROD
ENGINE/CYLINDER HEAD - REMOVAL).
(5) Position the pistons one at a time near the bot- (11) Lower the vehicle until it is about 2 feet from
tom of the stroke. Use a ridge reamer to remove the the floor.
ridge from the top end of the cylinder walls. Use a
protective cloth to collect the cuttings.
TJ ENGINE 4. 0L 9 - 111
CAUTION: Ensure that the connecting rod bolts DO
NOT scratch the crankshaft journals or cylinder
walls. Short pieces of rubber hose, slipped over the
rod bolts will provide protection during removal.
(12) Have an assistant push the piston and con-

necting rod assemblies up and through the top of the
cylinder bores (Fig. 61).
Fig. 62 Rod and Piston Assembly Installation

(7) Each bearing insert is fitted to its respective
journal to obtain the specified clearance between the
bearing and the journal. In production, the select fit
is obtained by using various-sized, color-coded bear-
ing inserts as listed in the Connecting Rod Bearing
Fitting Chart. The color code appears on the edge of
the bearing insert. The size is not stamped on inserts
used for production of engines.
(8) The rod journal is identified during the engine
production by a color-coded paint mark on the adja-
cent cheek or counterweight toward the flange (rear)
end of the crankshaft. The color codes used to indi-
cate journal sizes are listed in the Connecting Rod
Bearing Fitting Chart.
Fig. 61 Removal of Connecting Rod and Piston (9) When required, upper and lower bearing
Assembly inserts of different sizes may be used as a pair (refer
1 - PISTON to Connecting Rod Bearing Fitting Chart). A stan-
2 - CONNECTING ROD dard size insert is sometimes used in combination
3 - BLOCK with a 0.025 mm (0.001 inch) undersize insert to
reduce clearance 0.013 mm (0.0005 inch).
INSTALLATION
(1) Clean the cylinder bores thoroughly. Apply a CAUTION: DO NOT intermix bearing caps. Each
light film of clean engine oil to the bores with a clean connecting rod and bearing cap are stamped with
lint-free cloth. the cylinder number. The stamp is located on a
(2) Install the piston rings on the pistons if machined surface adjacent to the oil squirt hole
removed (Refer to 9 - ENGINE/ENGINE BLOCK/ that faces the camshaft side of the cylinder block.
PISTON RINGS - STANDARD PROCEDURE).
(3) Lubricate the piston and rings with clean (10) Install the connecting rod bearing caps and
engine oil. inserts in the same positions as removed.
CAUTION: Ensure that connecting rod bolts DO CAUTION: Verify that the oil squirt holes in the rods
NOT scratch the crankshaft journals or cylinder face the camshaft and that the arrows on the pis-
walls. Short pieces of rubber hose slipped over the tons face the front of the engine.
connecting rod bolts will provide protection during
installation. (11) Install main bearing cap brace (Fig. 59).
Tighten nuts to 47 Nm (35 ft. lbs.).
(4) Use a piston ring compressor to install the con- (12) Install the oil pan and gasket (Refer to 9 -
necting rod and piston assemblies through the top of ENGINE/LUBRICATION/OIL PAN - INSTALLA-
the cylinder bores (Fig. 62). TION).
(5) Ensure the arrow on the piston top points to (13) Lower the vehicle.
the front of the engine (Fig. 62).
9 - 112 ENGINE 4. 0L TJ
(14) Install the engine cylinder head (Refer to 9 -
ENGINE/CYLINDER HEAD - INSTALLATION),
push rods, rocker arms, bridges, pivots and engine
cylinder head cover(Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
(15) Fill the crankcase with engine oil.
PI ST ON RI N GS
STANDARD PROCEDURE - PISTON RING
FITTING
(1) Carefully clean the carbon from all ring
grooves. Oil drain openings in the oil ring groove and
pin boss must be clear. DO NOT remove metal from
the grooves or lands. This will change ring-to-groove
clearances and will damage the ring-to-land seating.
(2) Be sure the piston ring grooves are free of
nicks and burrs.
(3) Measure the ring side clearance with a feeler
gauge fitted snugly between the ring land and ring
(Fig. 63) (Fig. 64). Rotate the ring in the groove. It
must move freely around circumference of the groove. Fig. 64 Ring Side Clearance Measurement
1 - FEELER GAUGE
RI N G SI DE CLEARAN CE CH ART
ITEM SPECIFICATION
Top Compression Ring 0.042 - 0.084 mm
(0.0017 - 0.0033 in.)
Second Compression 0.042 - 0.084 mm
Ring
(0.0017 - 0.0033 in.)
Oil Control Ring 0.06 - 0.21 mm
(0.0024 - 0.0083 in.)
(4) Place ring in the cylinder bore and push down
with inverted piston to position near lower end of the
ring travel. Measure ring gap with a feeler gauge fit-
ting snugly between ring ends (Fig. 65).
RI N G GAP M EASU REM EN T CH ART
Fig. 63 Piston Dimensions ITEM SPECIFICATION

Top Compression Ring 0.229 - 0.610 mm
(0.0090 - 0.0240 in.)
Second Compression 0.483 - 0.965 mm
Ring
(0.0190 - 0.080 in.)
Oil Control Ring 0.254 - 1.500 mm
(0.010 - 0.060 in.)
TJ ENGINE 4. 0L 9 - 113
Fig. 67 Second Compression Ring Identification

1 - SECOND COMPRESSION RING
2 - CHAMFER
3 - ONE DOT
Fig. 65 Gap Measurement
1 - FEELER GAUGE
(5) The oil control rings are symmetrical, and can

be installed with either side up. It is not necessary to
use a tool to install the upper and lower rails. Insert
oil rail spacer first, then side rails.
(6) The two compression rings are different and
cannot be interchanged. The top compression ring
can be identified by the shiny coating on the outer
sealing surface and can be installed with either side
up. (Fig. 66).
(7) The second compression ring has a slight
chamfer on the bottom of the inside edge and a dot Fig. 68 Compression Ring Chamfer Location
on the top for correct installation (Fig. 67) and (Fig.
1 - TOP COMPRESSION RING
68). 2 - SECOND COMPRESSION RING
(8) Using a ring installer, install the second com- 3 - PISTON
pression ring with the dot facing up (Fig. 67) (Fig. 4 - CHAMFER
69).
(9) Using a ring installer, install the top compres-
sion ring (either side up).
Fig. 66 Top Compression ring identification Fig. 69 Compression Ring Installation

1 - COMPRESSION RING
2 - RING EXPANDER RECOMMENDED
9 - 114 ENGINE 4. 0L TJ
Ring Gap Orientation
Position the gaps on the piston as shown (Fig.
70).
Oil spacer - Gap on center line of piston skirt.
Oil rails - gap 180 apart on centerline of piston
pin bore.
No. 2 Compression ring - Gap 180 from top oil
rail gap.
No. 1 Compression ring - Gap 180 from No. 2
compression ring gap.
Fig. 71 Vibration Damper Removal Tool 7697

1 - VIBRATION DAMPER REMOVAL TOOL
2 - WRENCH
INSTALLATION
ant to the keyway in the crankshaft and insert the
key. With the key in position, align the keyway on
the vibration damper hub with the crankshaft key
and tap the damper onto the crankshaft.
(2) Install the vibration damper retaining bolt and
washer.
(3) Tighten the damper retaining bolt to 108 Nm
(80 ft. lbs.) torque.
INSTALLATION) and fan shroud.
ST RU CT U RAL SU PPORT
Fig. 70 Ring Gap Orientation
REMOVAL
2 - BOTTOM COMPRESSION RING
The engine bending braces are used to add
3 - TOP OIL CONTROL RAIL strength to the powertrain and to address some
4 - OIL RAIL SPACER minor NVH concerns.
5 - BOTTOM OIL CONTROL RAIL
6 - IMAGINARY LINE PARALLEL TO PISTON PIN
7 - IMAGINARY LINE THROUGH CENTER OF PISTON SKIRT NOTE: Before the engine or the transmission can
be removed the engine bending braces must be
V I BRAT I ON DAM PER removed.

REMOVAL
(1) Disconnect negative cable from battery. NOTE: Both left and right side bending braces are
(2) Remove the serpentine drive belt (Refer to 7 - removed the sameway. Only the right side is
COOLING/ACCESSORY DRIVE/DRIVE BELTS - shown.
REMOVAL) and fan shroud.
(3) Remove the vibration damper retaining bolt
and washer. NOTE: The exhaust does not require removal to
(4) Use Vibration Damper Removal Tool 7697 to preform this procedure.
remove the damper from the crankshaft (Fig. 71).
TJ ENGINE 4. 0L 9 - 115
ST RU CT U RAL SU PPORT (Cont inue d)
(2) Remove the exhaust hanger bracket retaining
bolt.
(3) Remove locknut and transmission bending
brace bar.
(4) Remove engine-to-bending brace retaining bolt,
bending brace bar and cross bar.
INSTALLATION
NOTE: DO NOT tighten the retaining hardware until
all bending braces are in place.
(1) Position the cross brace into the engine-to-

transmission brace, then position the engine-to-trans-
mission brace and install retaining bolt.
(2) Position the transmission bending brace onto
through brace and install new locknut.
(3) Position exhaust hanger and transmission
brace, install retaining bolt (Fig. 73).
(4) Tighten engine-to-transmission brace retaining
bolt (Fig. 72)to 40 Nm (30 ft. lbs.). Fig. 73 Transmission Bending Braces and Exhaust
(5) Tighten transmission brace retaining bolts (Fig. Hanger
73)to 40 Nm (30 ft. lbs.), then tighten transmission 1 - TRANSMISSION BENDING BRACE RETAINING BOLT
brace retaining lock nuts (Fig. 73) to 108 Nm (80 ft. 2 - ENGINE-TO-TRANSMISSION BENDING BRACE
3 - LOCKNUT
lbs.). 4 - TRANSMISSION BRACE
5 - EXHAUST HANGER
(3) Support the engine.

(4) Remove the nut from the through bolt (Fig. 74)
(Fig. 75). DO NOT remove the through bolt.
(5) Remove the retaining bolts and nuts from the
insulator.
(6) Remove the through bolt.
(7) Remove the insulator.
INSTALLATION
The front mounts support the engine at each side.
These supports are made of resilient rubber.
(1) If the engine support bracket was removed,
position the bracket onto the block and install the
attaching bolts (Fig. 74) (Fig. 75). Tighten the bolts
to 50 Nm (37 ft. lbs.) torque.
(2) Place the insulator on the support bracket.
Install the insulator retaining bolts and nuts.
Tighten the bolts and nuts to 40 Nm (30 ft. lbs)
Fig. 72 Engine-to-Transmission Bending Braces
torque.
1 - ENGINE-TO-TRANSMISSION BENDING BRACE (3) Install the through bolt and the retaining nut.
2 - CROSS BRACE
3 - ENGINE-TO-TRANSMISSION BENDING BRACE RETAINING Tighten the through bolt nut to 48 Nm (35 ft. lbs.)
BOLT torque.
(4) Remove the engine support.
FRON T M OU N T (5) Lower the vehicle.
REMOVAL
The front mounts support the engine at each side.
These supports are made of resilient rubber.
9 - 116 ENGINE 4. 0L TJ
FRON T M OU N T (Cont inue d)
REAR M OU N T
REMOVAL
A resilient rubber cushion supports the transmis-
sion at the rear between the transmission extension
housing and the rear support crossmember or skid
plate.
ALL TRANSMISSIONS
(2) Raise the vehicle and support the transmission.
(3) Remove the nuts holding the support cushion
to the skid plate (Fig. 76) (Fig. 77).
MANUAL TRANSMISSIONS
(1) Remove nuts holding support cushion to trans-
mission support bracket.
(2) Remove the support cushion.
(3) Remove bolts holding transmission support
bracket to transmission.
(4) Remove the transmission support bracket.
Fig. 74 Left Front Engine Mount
1 - BOLT (2)
2 - THROUGH BOLT
3 - NUT (2)
4 - BOLT (3)
5 - LEFT HAND ENGINE MOUNT ASSEMBLY
Fig. 76 Rear Mount (Manual Transmission)

1 - CUSHION
2 - BRACKET
3 - SKID PLATE
AUTOMATIC TRANSMISSIONS
Fig. 75 Right Front Engine Mount (1) Remove nuts holding support cushion to trans-
1 - RIGHT HAND ENGINE MOUNT ASSEMBLY mission support bracket (Fig. 77). Remove the sup-
2 - THROUGH BOLT
3 - BOLT (3) port cushion.
(2) Remove the bolts holding the transmission sup-
port bracket to transmission.
TJ ENGINE 4. 0L 9 - 117
REAR M OU N T (Cont inue d)
(3) Remove the transmission support bracket. ALL TRANSMISSIONS
(1) Position the skid plate to the studs of the sup-
port cushion and install the nuts (Fig. 76) (Fig. 77).
Tighten the nuts to 28 Nm (21 ft. lbs.) torque.
(2) Install the skid plate bolts to the sill and
tighten to 75 Nm (55 ft. lbs.) torque.
LU BRI CAT I ON
DESCRIPTION
A geartype positive displacement pump is
mounted at the underside of the block opposite the
No. 4 main bearing.
OPERATION
The pump draws oil through the screen and inlet
tube from the sump at the rear of the oil pan. The oil
is driven between the drive and idler gears and
pump body, then forced through the outlet to the
block. An oil gallery in the block channels the oil to
the inlet side of the full flow oil filter. After passing
Fig. 77 Rear Mount (AutomaticTransmission) through the filter element, the oil passes from the
1 - BRACKET center outlet of the filter through an oil gallery that
2 - CUSHION
3 - BRACKET
channels the oil up to the main gallery which
extends the entire length of the block.
Galleries extend downward from the main oil gal-
INSTALLATION
lery to the upper shell of each main bearing. The
crankshaft is drilled internally to pass oil from the
MANUAL TRANSMISSION
main bearing journals (except number 4 main bear-
(1) Position the transmission mount bracket to the
ing journal) to the connecting rod journals. Each con-
transmission and install the bolts (Fig. 76).
necting rod bearing cap has a small squirt hole, oil
(2) Tighten the bolts to 54 Nm (40 ft. lbs.) torque.
passes through the squirt hole and is thrown off as
(3) Position the support cushion to the transmis-
the rod rotates. This oil throwoff lubricates the cam-
sion mount bracket and install nuts (Fig. 76).
shaft lobes, distributor drive gear, cylinder walls, and
piston pins.
AUTOMATIC TRANSMISSION
The hydraulic valve tappets receive oil directly
(1) Position the transmission mount bracket to the
from the main oil gallery. Oil is provided to the cam-
transmission and install the bolts. Tighten the bolts
shaft bearing through galleries. The front camshaft
bearing journal passes oil through the camshaft
(2) Position the support cushion to the transmis-
sprocket to the timing chain. Oil drains back to the
sion mount bracket and install nuts. Tighten the
oil pan under the number one main bearing cap.
nuts to 41 Nm (30 ft. lbs.) torque (Fig. 77).
The oil supply for the rocker arms and bridged
(3) If the support cushion bracket was removed
pivot assemblies is provided by the hydraulic valve
from the skid plate, position the bracket on the skid
tappets which pass oil through hollow push rods to a
plate and install the nuts and bolts. Tighten the nuts
hole in the corresponding rocker arm. Oil from the
rocker arm lubricates the valve train components,
then passes down through the push rod guide holes
in the cylinder head past the valve tappet area, and
returns to the oil pan (Fig. 78).
9 - 118 ENGINE 4. 0L TJ
LU BRI CAT I ON (Cont inue d)
Fig. 78 Oil Lubrication System4.0L Engine

1 - CAM/CRANK MAIN GALLERY (7) 5 - NUMBER 1 CAMSHFT BEARING JOURNAL
2 - TAPPET GALLERY 6 - CAMSHAFT SPROCKET
3 - TAPPET GALLERY 7 - TAPPET GALLERY
4 - CAMSHAFT BEARING
TJ ENGINE 4. 0L 9 - 119
LU BRI CAT I ON (Cont inue d)
DI AGN OSI S AN D T EST I N G (6) If no leaks are detected, turn off the air supply
and remove the air hose and all plugs and caps.
DIAGNOSIS AND TESTING - ENGINE OIL Install the CCV valve and breather cap hose.
(7) Clean the oil off the suspect oil leak area using
PRESSURE a suitable solvent. Drive the vehicle at various
(1) Disconnect connector and remove oil pressure
speeds approximately 24 km (15 miles). Inspect the
sending unit.
engine for signs of an oil leak by using a black light.
(2) Install Oil Pressure Line and Gauge Tool
C-3292 or equivalent. Start engine and record pres- INSPECTION FOR REAR SEAL AREA LEAKS
sure. (Refer to 9 - ENGINE - SPECIFICATIONS) for
Since it is sometimes difficult to determine the
the correct pressures.
source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. The
DIAGNOSIS AND TESTING - ENGINE OIL LEAK following steps should be followed to help pinpoint
Begin with a thorough visual inspection of the the source of the leak.
engine, particularly at the area of the suspected leak. If the leakage occurs at the crankshaft rear oil seal
If an oil leak source is not readily identifiable, the area:
following steps should be followed: (1) Disconnect the battery.
(1) Do not clean or degrease the engine at this (2) Raise the vehicle.
time because some solvents may cause rubber to (3) Remove torque converter or clutch housing
swell, temporarily stopping the leak. cover and inspect rear of block for evidence of oil.
(2) Add an oil soluble dye (use as recommended by Use a black light to check for the oil leak:
manufacturer). Start the engine and let idle for (a) Circular spray pattern generally indicates
approximately 15 minutes. Check the oil dipstick to seal leakage or crankshaft damage.
make sure the dye is thoroughly mixed as indicated (b) Where leakage tends to run straight down,
with a bright yellow color under a black light. possible causes are a porous block, distributor seal,
(3) Using a black light, inspect the entire engine camshaft bore cup plugs oil galley pipe plugs, oil
for fluorescent dye, particularly at the suspected area filter runoff, and main bearing cap to cylinder
of oil leak. If the oil leak is found and identified, block mating surfaces.
repair per service manual instructions. (4) If no leaks are detected, pressurize the crank-
(4) If dye is not observed, drive the vehicle at var- case as outlined in the, Inspection (Engine oil Leaks
ious speeds for approximately 24km (15 miles), and in general)
repeat inspection.If the oil leak source is not pos-
itively identified at this time, proceed with the air CAUTION: Do not exceed 20.6 kPa (3 psi).
leak detection test method.
(5) If the leak is not detected, very slowly turn the
Air Leak Detection Test Method crankshaft and watch for leakage. If a leak is
(1) Disconnect the breather cap to air cleaner hose detected between the crankshaft and seal while
at the breather cap end. Cap or plug breather cap slowly turning the crankshaft, it is possible the
nipple. crankshaft seal surface is damaged. The seal area on
(2) Remove the CCV valve from the cylinder head the crankshaft could have minor nicks or scratches
cover. Cap or plug the CCV valve grommet. that can be polished out with emery cloth.
(3) Attach an air hose with pressure gauge and
regulator to the dipstick tube. CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks and
CAUTION: Do not subject the engine assembly to scratches. The crankshaft seal flange is especially
more than 20.6 kpa (3 PSI) of test pressure. machined to complement the function of the rear oil
seal.
(4) Gradually apply air pressure from 1 psi to 2.5
psi maximum while applying soapy water at the sus- (6) For bubbles that remain steady with shaft
pected source. Adjust the regulator to the suitable rotation, no further inspection can be done until dis-
test pressure that provide the best bubbles which assembled.
will pinpoint the leak source. If the oil leak is
detected and identified, repair per service informa-
tion procedures.
(5) If the leakage occurs at the rear oil seal area,
INSPECTION FOR REAR SEAL AREA LEAKS.
9 - 120 ENGINE 4. 0L TJ
OI L (11) Make sure old gasket comes off with oil filter.
With a wiping cloth, clean the gasket sealing surface
(Fig. 79) of oil and grime.
STANDARD PROCEDURE - ENGINE OIL
(12) Lightly lubricate oil filter gasket with engine
SERVICE oil or chassis grease.
(13) Thread filter onto adapter nipple. When gas-
ENGINE OIL CHANGE ket makes contact with sealing surface, (Fig. 79)hand
tighten filter one full turn, do not over tighten.
WARNING: NEW OR USED ENGINE OIL CAN BE
IRRITATING TO THE SKIN. AVOID PROLONGED OR
REPEATED SKIN CONTACT WITH ENGINE OIL.
CONTAMINANTS IN USED ENGINE OIL, CAUSED BY
INTERNAL COMBUSTION, CAN BE HAZARDOUS TO
YOUR HEALTH. THOROUGHLY WASH EXPOSED
SKIN WITH SOAP AND WATER. DO NOT WASH
SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR
SOLVENTS, HEALTH PROBLEMS CAN RESULT. DO
PROPERLY. CONTACT YOUR DEALER OR GOVERN-
MENT AGENCY FOR LOCATION OF COLLECTION
CENTER IN YOUR AREA.
Fig. 79 Oil Filter Sealing SurfaceTypical
CAUTION: Do not use oil filter with metric threads. 1 - SEALING SURFACE
The proper oil filter has SAE type 3/4 X 16 threads. 2 - RUBBER GASKET
3 - OIL FILTER
An oil filter with metric threads can result in oil
leaks and engine failure. (14) Lower vehicle and fill crankcase with specified
type and amount of engine oil described in this sec-
All Jeep engines are equipped with a high quality
tion.
full-flow, throw-away type oil filter. DaimlerChrysler
(15) Install oil fill cap.
Corporation recommends a Mopart or equivalent oil
(16) Start engine and inspect for leaks.
filter be used.
(17) Stop engine and inspect oil level.
Change engine oil at mileage and time intervals
described in Maintenance Schedules. CRANKCASE OIL LEVEL INSPECTION
Run engine until achieving normal operating tem-
perature. CAUTION: Do not overfill crankcase with engine oil,
(1) Position the vehicle on a level surface and turn oil foaming and oil pressure loss can result.
engine off.
(2) Hoist and support vehicle on safety stands. The engine oil level indicator (Dipstick) is located
(3) Remove oil fill cap. at the right rear of the 4.0L engine. Inspect engine
(4) Place a suitable drain pan under crankcase oil level approximately every 800 kilometers (500
drain. miles). Unless the engine has exhibited loss of oil
(5) Remove drain plug from crankcase and allow pressure, run the engine for about five minutes
oil to drain into pan. Inspect drain plug threads for before checking oil level. Checking engine oil level on
stretching or other damage. Replace drain plug if a cold engine is not accurate.
damaged. To ensure proper lubrication of an engine, the
(6) Install drain plug in crankcase. engine oil must be maintained at an acceptable level.
(7) Position a drain pan under the oil filter. The acceptable levels are indicated between the ADD
(8) Using a suitable oil filter wrench loosen filter. and SAFE marks on the engine oil dipstick.
(9) Rotate the oil filter counterclockwise to remove (1) Position vehicle on level surface.
it from the cylinder block oil filter boss or filter (2) With engine OFF, allow approximately ten min-
adapter housing. utes for oil to settle to bottom of crankcase, remove
(10) When filter separates from adapter nipple, tip engine oil dipstick.
gasket end upward to minimize oil spill. Remove fil- (3) Wipe dipstick clean.
ter from vehicle. (4) Install dipstick and verify it is seated in the
tube.
TJ ENGINE 4. 0L 9 - 121
OI L (Cont inue d)
(5) Remove dipstick, with handle held above the
tip, take oil level reading.
(6) Add oil only if level is below the ADD mark on
dipstick.
USED ENGINE OIL DISPOSAL

Care should be exercised when disposing used
engine oil after it has been drained from a vehicle
engine. Refer to the WARNING at beginning of this
procedure.
OI L FI LT ER
Fig. 80 Oil Filter Sealing SurfaceTypical
REMOVAL 1 - SEALING SURFACE
2 - RUBBER GASKET
3 - OIL FILTER
CAUTION: Do not use oil filter with metric threads.
The proper oil filter has SAE type 3/4 X 16 threads.
An oil filter with metric threads can result in oil
leaks and engine failure.
All Jeep engines are equipped with a high quality

full-flow, throw-away type oil filter. DaimlerChrysler
Corporation recommends a Mopart or equivalent oil
filter be used.
(1) Position a drain pan under the oil filter.
(2) Using a suitable oil filter wrench loosen filter.
(3) Rotate the oil filter counterclockwise to remove
it from the cylinder block oil filter boss or filter
adapter housing.
(4) When filter separates from adapter nipple, tip
gasket end upward to minimize oil spill. Remove fil-
ter from vehicle.
(5) Make sure old gasket comes off with oil filter. Fig. 81 Oil Pan
With a wiping cloth, clean the gasket sealing surface
1 - OIL PAN
of oil and grime. 2 - OIL PAN DRAIN PLUG
INSTALLATION (3) Remove the oil pan drain plug and drain the
(1) Lightly lubricate oil filter gasket with engine engine oil.
oil or chassis grease. (4) Disconnect the exhaust pipe at the exhaust
(2) Thread filter onto adapter nipple. When gasket manifold.
makes contact with sealing surface, (Fig. 80) hand (5) Disconnect the exhaust hanger at the catalytic
tighten filter one full turn, do not over tighten. converter and lower the pipe.
(3) Add oil, verify crankcase oil level and start (6) Remove the starter motor. (Refer to 8 - ELEC-
engine. Inspect for oil leaks. TRICAL/STARTING/STARTER MOTOR -
REMOVAL).
(7) Remove the engine flywheel and transmission
OI L PAN torque converter housing access cover.
(8) If equipped with an oil level sensor, disconnect
DESCRIPTION the sensor.
The oil pan is made of stamped steel. The oil pan (9) Position a jack stand directly under the engine
gasket is a one piece steel backbone silicone coated vibration damper.
gasket (Fig. 81). (10) Place a piece of wood (2 x 2) between the jack
stand and the engine vibration damper.
REMOVAL (11) Remove the engine mount through bolts.
(1) Disconnect negative cable from battery. (12) Using the jack stand, raise the engine until
(2) Raise the vehicle. adequate clearance is obtained to remove the oil pan.
9 - 122 ENGINE 4. 0L TJ
(13) Remove transmission oil cooling lines (if (4) Apply Mopart Silicone Rubber Adhesive Seal-
equipped) and oxygen sensor wiring supports that ant on cylinder block to rear main bearing cap cor-
are attached to the oil pan studs. ners and cylinder block to front cover joints (four
(14) Remove the oil pan bolts and studs. Carefully places) (Fig. 84).
slide the oil pan and gasket to the rear. If equipped (5) Slide the one-piece gasket over the dowels and
with an oil level sensor, take care not to damage the onto the block and timing case cover.
sensor. (6) Position the oil pan over the dowels and onto
the gasket. If equipped with an oil level sensor, take
INSTALLATION care not to damage the sensor.
(1) Clean the block and pan gasket surfaces. (7) Install the 1/4 inch oil pan bolts. Tighten these
(2) Fabricate 4 alignment dowels from 1 1/2 x 1/4 bolts to 9.5 Nm (84 in. lbs.) torque. Install the 5/16
inch bolts. Cut the head off the bolts and cut a slot inch oil pan bolts (Fig. 85). Tighten these bolts to 15
into the top of the dowel. This will allow easier Nm (132 in. lbs.) torque.
installation and removal with a screwdriver (Fig. 82).
Fig. 84 Oil Pan Sealer Location

Fig. 82 Fabrication of Alignment Dowels 1 - SEALER LOCATIONS
1 - 1/488 1 1/288 BOLT
2 - DOWEL
3 - SLOT
(3) Install two dowels in the timing case cover.

Install the other two dowels in the cylinder block
(Fig. 83).
Fig. 85 Position of 5/16 inch Oil Pan Bolts

1 - OIL PAN
2 - OIL PAN DRAIN PLUG
(8) Remove the dowels. Install the remaining 1/4

inch oil pan bolts. Tighten these bolts to 9.5 Nm (84
in. lbs.) torque.
(9) Lower the engine until it is properly located on
the engine mounts.
(10) Install the through bolts and tighten the nuts.
Fig. 83 Position of Dowels in Cylinder Block (11) Lower the jack stand and remove the piece of
1 - DOWEL HOLES wood.
2 - CYLINDER BLOCK (12) Install the engine flywheel and transmission
3 - 5/1688 HOLES
4 - 5/1688 HOLES torque converter housing access cover.
TJ ENGINE 4. 0L 9 - 123
(13) Install the engine starter motor. (Refer to 8 - OI L PU M P
ELECTRICAL/STARTING/STARTER MOTOR -
INSTALLATION).
REMOVAL
(14) Connect the exhaust pipe to the hanger and to
A gear-type oil pump is mounted at the underside
the engine exhaust manifold.
of the cylinder block opposite the No.4 main bearing.
(15) Install transmission oil cooling lines (if
(1) Drain the engine oil.
equipped) and oxygen sensor wiring supports that
(2) Remove the oil pan (Refer to 9 - ENGINE/LU-
attach to the oil pan studs.
BRICATION/OIL PAN - REMOVAL).
(16) Install the oil pan drain plug (Fig. 85).
(3) Remove the pump-to-cylinder block attaching
Tighten the plug to 34 Nm (25 ft. lbs.) torque.
bolts. Remove the pump assembly with gasket (Fig.
86).
(19) Fill the oil pan with engine oil to the specified CAUTION: If the oil pump is not to be serviced, DO
level. NOT disturb position of oil inlet tube and strainer
assembly in pump body. If the tube is moved within
WARNING: USE EXTREME CAUTION WHEN THE
the pump body, a replacement tube and strainer
ENGINE IS OPERATING. DO NOT STAND IN A
assembly must be installed to assure an airtight
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
seal.
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
NOT WEAR LOOSE CLOTHING.
(20) Start the engine and inspect for leaks.
EN GI N E OI L PRESSU RE
SEN SOR
DESCRIPTION
The 3 wire, solid-state engine oil pressure sensor
(sending unit) is located in an engine oil pressure
gallery.
OPERATION
The oil pressure sensor uses three circuits. They
are:
A 5 volt power supply from the Powertrain Con-
trol Module (PCM)
A sensor ground through the PCMs sensor
return
A signal to the PCM relating to engine oil pres-
sure
The oil pressure sensor has a 3 wire electrical Fig. 86 Oil Pump Assembly
function very much like the Manifold Absolute Pres- 1 - OIL FILTER ADAPTOR
sure (MAP) sensor. Meaning different pressures 2 - BLOCK
3 - GASKET
relate to different output voltages. 4 - OIL INLET TUBE
A 5 volt supply is sent to the sensor from the PCM 5 - OIL PUMP
to power up the sensor. The sensor returns a voltage 6 - STRAINER ASSEMBLY
7 - ATTACHING BOLTS
signal back to the PCM relating to engine oil pres-
sure. This signal is then transferred (bussed) to the
instrument panel on either a CCD or PCI bus circuit
INSTALLATION
A gear-type oil pump is mounted at the underside
(depending on vehicle line) to operate the oil pressure
of the cylinder block opposite the No.4 main bearing.
gauge and the check gauges lamp. Ground for the
(1) Install the oil pump on the cylinder block using
sensor is provided by the PCM through a low-noise
a replacement gasket. Tighten the bolts to 23 Nm
sensor return.
(2) Install the oil pan (Refer to 9 - ENGINE/LU-
BRICATION/OIL PAN - INSTALLATION).
9 - 124 ENGINE 4. 0L TJ
(3) Fill the oil pan with oil to the specified level. erator bracket assembly from the engine cylinder
head and move to one side.
(6) Remove the oil pan-to-timing case cover bolts
VALV E T I M I N G and timing case cover-to-cylinder block bolts.
(7) Remove the timing case cover and gasket from
STANDARD PROCEDURE - VALVE TIMING the engine.
(1) Disconnect the spark plug wires and remove (8) Pry the crankshaft oil seal from the front of the
the spark plugs. timing case cover (Fig. 87).
(2) Remove the engine cylinder head cover .
(3) Remove the capscrews, bridge and pivot assem-
bly, and rocker arms from above the No.1 cylinder.
(4) Alternately loosen each capscrew, one turn at a
time, to avoid damaging the bridge.
(5) Rotate the crankshaft until the No.6 piston is
at top dead center (TDC) on the compression stroke.
(6) Rotate the crankshaft counterclockwise (viewed
from the front of the engine) 90.
(7) Install a dial indicator on the end of the No.1
cylinder intake valve push rod. Use rubber tubing to
secure the indicator stem on the push rod.
(8) Set the dial indicator pointer at zero.
(9) Rotate the crankshaft clockwise (viewed from
the front of the engine) until the dial indicator
pointer indicates 0.305 mm (0.012 inch) travel dis-
Fig. 87 Timing Case Cover Components
tance (lift).
1 - TIMING CASE COVER
(10) The timing notch index on the vibration 2 - OIL SLINGER
damper should be aligned with the TDC mark on the 3 - CRANKSHAFT OIL SEAL
timing degree scale. 4 - VIBRATION DAMPER PULLEY
(11) If the timing notch is more than 13 mm (1/2
inch) away from the TDC mark in either direction, INSTALLATION
the valve timing is incorrect. Clean the timing case cover, oil pan and cylinder
block gasket surfaces.
NOTE: If the valve timing is incorrect, the cause (1) Install a new crankshaft oil seal in the timing
may be a broken camshaft pin. It is not necessary case cover. The open end of the seal should be toward
to replace the camshaft because of pin failure. A the inside of the cover. Support the cover at the seal
spring pin is available for service replacement. area while installing the seal. Force it into position
with Seal Installation Tool 6139.
(2) Position the gasket on the cylinder block.
(3) Position the timing case cover on the oil pan
T I M I N G BELT / CH AI N gasket and the cylinder block.
COV ER(S) (4) Insert Timing Case Cover Alignment and Seal
Installation Tool 6139 in the crankshaft opening in
REMOVAL the cover (Fig. 88).
(1) Disconnect negative cable from battery. (5) Install the timing case cover-to-cylinder block
(2) Remove the vibration damper (Refer to 9 - and the oil pan-to-timing case cover bolts.
ENGINE/ENGINE BLOCK/VIBRATION DAMPER - (6) Tighten the 1/4 inch cover-to-block bolts to 7
REMOVAL). Nm (60 in. lbs.) torque. Tighten the 5/16 inch front
(3) Remove the fan, hub assembly and fan shroud cover-to-block bolts to 22 Nm (192 in. lbs.) torque.
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN - Tighten the oil pan-to-cover 1/4 inch bolts to 9.5 Nm
REMOVAL). (84 in. lbs.) torque.
(4) Remove the accessory drive brackets that are (7) Remove the cover alignment tool.
attached to the timing case cover. (8) Apply a light film of engine oil on the vibration
(5) Remove the A/C compressor (Refer to 24 - damper hub contact surface of the seal.
HEATING & AIR CONDITIONING/PLUMBING/A/C (9) Apply Mopart Silicone Rubber Adhesive Seal-
COMPRESSOR - REMOVAL) (if equipped) and gen- ant to the keyway in the crankshaft and insert the
key. With the key inserted in the keyway in the
TJ ENGINE 4. 0L 9 - 125
T I M I N G BELT / CH AI N COV ER(S) (Cont inue d)
Fig. 88 Timing Case Cover Alignment

1 - TIMING CASE COVER ALIGNMENT AND SEAL INSTALLATION
TOOL
crankshaft, install the vibration damper (Refer to 9 -

INSTALLATION).
(10) Install the A/C compressor (Refer to 24 - Fig. 89 CrankshaftCamshaft Alignment
HEATING & AIR CONDITIONING/PLUMBING/A/C 1 - CAMSHAFT SPROCKET
2 - TIMING MARKS
COMPRESSOR - INSTALLATION) (if equipped) and 3 - CRANKSHAFT SPROCKET
generator bracket assembly.
(11) Install the engine fan, hub assembly and (8) Remove the camshaft sprocket bolt and washer
shroud (Refer to 7 - COOLING/ENGINE/RADIATOR (Fig. 90).
FAN - INSTALLATION).
INSTALLATION).
T I M I N G BELT /CH AI N AN D
SPROCK ET S
REMOVAL
(2) Remove the fan and shroud (Refer to 7 -
COOLING/ENGINE/RADIATOR FAN - REMOVAL).
(3) Remove the serpentine drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS - Fig. 90 Camshaft Sprocket and Thrust Plate
REMOVAL).
1 - CAMSHAFT
(4) Remove the crankshaft vibration damper (Refer 2 - CAMSHAFT SPROCKET W/INTEGRAL KEY
to 9 - ENGINE/ENGINE BLOCK/VIBRATION 3 - BOLT AND WASHER
DAMPER - REMOVAL). 4 - THRUST PLATE
(5) Remove the timing case cover (Refer to 9 -
(9) Remove the crankshaft sprocket, camshaft
sprocket and timing chain as an assembly.
COVER(S) - REMOVAL).
(10) Installation of the timing chain with the tim-
(6) Rotate crankshaft until the 0 timing mark is
ing marks on the crankshaft and camshaft sprockets
closest to and on the center line with camshaft
properly aligned ensures correct valve timing. A worn
sprocket timing mark (Fig. 89).
or stretched timing chain will adversely affect valve
(7) Remove the oil slinger from the crankshaft.
9 - 126 ENGINE 4. 0L TJ
T I M I N G BELT /CH AI N AN D SPROCK ET S (Cont inue d)
timing. If the timing chain deflects more than 12.7
mm (1/2 inch) replace it.
INSTALLATION
Assemble the timing chain, crankshaft sprocket
and camshaft sprocket with the timing marks
aligned (Fig. 89).
ant to the keyway in the crankshaft and insert the
key. With the key in the keyway on the crankshaft,
install the assembly on the crankshaft and camshaft.
(2) Install the camshaft sprocket bolt and washer
(Fig. 90). Tighten the bolt to 68 Nm (50 ft. lbs.)
torque.
(3) To verify correct installation of the timing Fig. 91 Intake Manifold 4.0L Engine
chain, rotate the crankshaft 2 revolutions. The cam- HANDS NEAR THE PULLEYS, BELTS OR THE FAN.
shaft and crankshaft sprocket timing mark should DO NOT WEAR LOOSE CLOTHING.
align (Fig. 89). (1) Start the engine.
(4) Install the crankshaft oil slinger. (2) Spray a small stream of water at the suspected
(5) Replace the oil seal in the timing case cover leak area.
(Refer to 9 - ENGINE/ENGINE BLOCK/CRANK- (3) If a change in RPM is observed the area of the
SHAFT OIL SEAL - FRONT - REMOVAL). suspected leak has been found.
(6) Install the timing case cover and gasket (Refer (4) Repair as required.
to 9 - ENGINE/VALVE TIMING/TIMING BELT /
CHAIN COVER(S) - INSTALLATION).
REMOVAL
(7) With the key installed in the crankshaft key-
way, install the vibration damper (Refer to 9 - NOTE: THE ENGINE INTAKE AND EXHAUST MANI-
ENGINE/ENGINE BLOCK/VIBRATION DAMPER - FOLD MUST BE REMOVED AND INSTALLED
INSTALLATION). TOGETHER. THE MANIFOLDS USE A COMMON
(8) Install the serpentine drive belt (Refer to 7 - GASKET AT THE CYLINDER HEAD.
INSTALLATION). (1) Disconnect the battery negative cable.
(9) Install the fan, hub assembly and shroud (2) Remove air cleaner inlet hose from the resona-
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN - tor assembly.
INSTALLATION). (3) Remove the air cleaner assembly.
(10) Connect negative cable to battery. (4) Remove the throttle cable, vehicle speed control
cable (if equipped) and the transmission line pres-
sure cable (Refer to 21 - TRANSMISSION/TRANS-
I N TAK E M AN I FOLD AXLE/AUTOMATIC - AW4/THROTTLE VALVE
CABLE - REMOVAL).
DESCRIPTION (5) Disconnect the following electrical connections
The intake manifold (Fig. 91) is made of cast alu- and secure their harness out of the way:
minum and uses eleven bolts to mount to the cylin- Throttle Position Sensor
der head. This mounting style improves sealing and Idle Air Control Motor
reduces the chance of leaks. Coolant Temperature Sensor (at thermostat
housing)
DIAGNOSIS AND TESTING - INTAKE Intake Air Temperature Sensor
MANIFOLD LEAKAGE Oxygen Sensor
An intake manifold air leak is characterized by Crank Position Sensor
lower than normal manifold vacuum. Also, one or Six (6) Fuel Injector Connectors
more cylinders may not be functioning. Manifold Absolute Pressure (MAP) Sensor.
(6) Disconnect HVAC, and Brake Booster vacuum
WARNING: USE EXTREME CAUTION WHEN THE supply hoses at the intake manifold.
ENGINE IS OPERATING. DO NOT STAND IN A (7) Perform the fuel pressure release procedure.
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY -
TJ ENGINE 4. 0L 9 - 127
I N TAK E M AN I FOLD (Cont inue d)
(8) Disconnect and remove the fuel system supply
line from the fuel rail assembly.
(9) Remove the accessory drive belt (Refer to 7 -
REMOVAL).
(10) Remove the power steering pump from the
intake manifold and set aside.
(12) Disconnect the exhaust pipes from the engine
exhaust manifolds.
(14) Remove the intake manifold and exhaust
manifold bolts and manifolds (Fig. 92).
INSTALLATION
If the manifold is being replaced, ensure all the fit-
ting, etc. are transferred to the replacement mani- Fig. 92 Intake and Exhaust Manifolds Installation
fold. (9) Install the fuel system supply line to the fuel
(1) Install a new engine exhaust/intake manifold rail assembly.
gasket over the alignment dowels on the cylinder (10) Connect all electrical connections on the
head. intake manifold.
(2) Position the engine exhaust manifolds to the (11) Connect the vacuum hoses previously
cylinder head. Install fastener Number 3 and finger removed.
tighten at this time (Fig. 92). (12) Install throttle cable, vehicle speed control
(3) Install intake manifold on the cylinder head cable (if equipped).
dowels. (13) Install the transmission line pressure cable (if
(4) Install washer and fastener Numbers 1, 2, 4, 5, equipped) (Refer to 21 - TRANSMISSION/TRANS-
8, 9, 10 and 11 (Fig. 92). AXLE/AUTOMATIC - AW4/THROTTLE VALVE
(5) Install washer and fastener Numbers 6 and 7 CABLE - INSTALLATION).
(Fig. 92). (14) Install air cleaner assembly.
(6) Tighten the fasteners in sequence and to the (15) Connect air inlet hose to the resonator assem-
specified torque (Fig. 92). bly.
Fastener Numbers 1 through 5Tighten to 33 (16) Raise the vehicle.
Nm (24 ft. lbs.) torque. (17) Connect the exhaust pipes to the engine
Fastener Numbers 6 and 7Tighten to 31 Nm exhaust manifolds. Tighten the bolts to 31 Nm (23
(23 ft. lbs.) torque. ft. lbs.)
Fastener Numbers 8 through 11Tighten to 33 (18) Lower the vehicle.
Nm (24 ft. lbs.) torque. (19) Connect the battery negative cable.
(7) Install the power steering pump to the intake (20) Start the engine and check for leaks.
manifold.
(8) Install the accessory drive belt (Refer to 7 -
INSTALLATION).
9 - 128 ENGINE 4. 0L TJ
EX H AU ST M AN I FOLD REMOVAL
The intake and engine exhaust manifolds on the
DESCRIPTION 4.0L engine must be removed together. The manifolds
The two exhaust manifolds (Fig. 93) are log style use a common gasket at the cylinder head.
and are made of high silicon molybdenum cast iron. (Refer to 9 - ENGINE/MANIFOLDS/INTAKE
The exhaust manifolds share a common gasket with MANIFOLD - REMOVAL).
the intake manifold. The exhaust manifolds also
incorporate ball flange outlets for improved sealing
and strain free connections.
Fig. 93 EXHAUST MANIFOLDS 4.0L ENGINE

TJ EXHAUST SYSTEM 11 - 1
EXHAUST SYSTEM
page page
EXHAUST SYSTEM REMOVAL - 4.0L . . . . . . . . . . . . . . . . . . . . . . . 7

DESCRIPTION . . . . . . . . . .................1 INSTALLATION
DIAGNOSIS AND TESTING - EXHAUST INSTALLATION - 2.4L . . . . . . . . . . . . . . . . . . . 7
SYSTEM . . . . . . . . . . . . .................4 INSTALLATION - 4.0L . . . . . . . . . . . . . . . . . . . 8
SPECIFICATIONS HEAT SHIELDS
TORQUE . . . . . . . . . . . . .................4 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
CATALYTIC CONVERTER REMOVAL .............................8
DESCRIPTION . . . . . . . . . .................4 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL MUFFLER
REMOVAL - 2.4L . . . . . . .................5 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
REMOVAL - 4.0L . . . . . . .................5 REMOVAL .............................9
INSTALLATION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION - 2.4L . . .................6 TAILPIPE
INSTALLATION - 4.0L . . .................6 DESCRIPTION
EXHAUST PIPE TAILPIPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
REMOVAL OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
REMOVAL - 2.4L . . . . . . .................6
EX H AU ST SY ST EM The basic exhaust system consists of exhaust man-

ifold(s), exhaust pipe with oxygen sensors, catalytic
converter(s), heat shield(s), muffler and tailpipe (Fig.
DESCRIPTION
1) and (Fig. 2)
WARNING: THE NORMAL OPERATING TEMPERA-
TURE OF THE EXHAUST SYSTEM IS VERY HIGH.
THEREFORE, NEVER WORK AROUND OR ATTEMPT
TO SERVICE ANY PART OF THE EXHAUST SYSTEM
UNTIL IT IS COOLED. SPECIAL CARE SHOULD BE
TAKEN WHEN WORKING NEAR THE CATALYTIC
CONVERTER. THE TEMPERATURE OF THE CON-
VERTER RISES TO A HIGH LEVEL AFTER A SHORT
PERIOD OF ENGINE OPERATION TIME.
11 - 2 EXHAUST SYSTEM TJ
EX H AU ST SY ST EM (Cont inue d)
Fig. 1 Exhaust system - 2.4L Engine

1 - CATALYTIC CONVERTER 4 - EXHAUST PIPE TO EXHAUST MANIFOLD FLANGE
2 - TAILPIPE 5 - MINI CATALYTIC CONVERTER
3 - MUFFLER
Fig. 2 Exhaust System - 4.0L

1 - TAILPIPE 4 - MINI CATALYTIC CONVERTER
2 - MUFFLER 5 - EXHAUST PIPE
3 - CATALYTIC CONVERTER
DIAGNOSIS AND TESTING - EXHAUST SYSTEM

EX H AU ST SY ST EM DI AGN OSI S CH ART
EXCESSIVE EXHAUST NOISE OR 1. Leaks at pipe joints. 1. Tighten clamps/bolts to specified

LEAKING EXHAUST GASES torque at leaking joints.
2. Rusted or blown out muffler. 2. Replace muffler. Inspect exhaust
system.
3. Broken or rusted out exhaust 3. Replace exhaust pipe.
pipe.
4. Exhaust pipe leaking at manifold 4. Tighten/replace flange attaching
flange. nuts/bolts.
5. Exhaust manifold cracked or 5. Replace exhaust manifold.
broken.
6. Leak between exhaust manifold 6. Tighten exhaust manifold to
and cylinder head. cylinder head bolts.
7. Catalytic converter rusted or 7. Replace catalytic converter assy.
blown out.
8. Restriction in exhaust system. 8. Remove restriction, if possible.
Replace restricted part if necessary.
CAUTION:
When servicing and replacing exhaust system components, disconnect the oxygen sensor connector(s). Allowing
the exhaust to hang by the oxygen sensor wires will damage the harness and/or sensor.
SPECI FI CAT I ON S CATALY T I C CON V ERT ER

TORQUE DESCRIPTION
DESCRIPTION Nm Ft. In. WARNING: THE NORMAL OPERATING TEMPERA-

Lbs. Lbs. THEREFORE, NEVER WORK AROUND OR ATTEMPT
Bolts, Crossmember to Sill 42 31 - TO SERVICE ANY PART OF THE EXHAUST SYSTEM
Nuts, Crossmember to 22 16 - UNTIL IT IS COOLED. SPECIAL CARE SHOULD BE
Transmission Mount TAKEN WHEN WORKING NEAR THE CATALYTIC
CONVERTER. THE TEMPERATURE OF THE CON-
Nuts, Exhaust Pipe to 31 23 -
VERTER RISES TO A HIGH LEVEL AFTER A SHORT
Manifold
PERIOD OF ENGINE OPERATION TIME.
Nuts/Bolt, Exhaust Manifold to
Engine
CAUTION: DO NOT remove spark plug wires from
#6&7 31 23 -
plugs or by any other means short out cylinders.
#1,2,3,4,5,8,9,10&11 33 24 - Failure of the catalytic converter can occur due to a
Nuts, Exhaust Pipe to 28.5 21 - temperature increase caused by unburned fuel
Catalytic Converter Flange passing through the converter.
Clamp, Tailpipe to Rear 27 20 - The stainless steel catalytic converter body is
Tailpipe Hanger designed to last the life of the vehicle. Excessive heat
Oxygen Sensors 27 20 - can result in bulging or other distortion, but exces-
Heat Shields 45 33 - sive heat will not be the fault of the converter. If
unburned fuel enters the converter, overheating may
occur. If a converter is heat-damaged, correct the
CATALY T I C CON V ERT ER (Cont inue d)
cause of the damage at the same time the converter
is replaced. Also, inspect all other components of the
exhaust system for heat damage.
The catalytic converter and muffler are serviced as
an assembly.
Unleaded gasoline must be used to avoid contami-
nating the catalyst core.
REM OVAL
REMOVAL - 2. 4L
THEREFORE, NEVER ATTEMPT TO SERVICE ANY
PART OF THE EXHAUST SYSTEM UNTIL IT IS
COOLED. SPECIAL CARE SHOULD BE TAKEN
WHEN WORKING NEAR THE CATALYTIC CON-
VERTER. THE TEMPERATURE OF THE CONVERTER
RISES TO A HIGH LEVEL AFTER A SHORT PERIOD
OF ENGINE OPERATION TIME.
Fig. 3 2.4L Exhaust Pipe and Catalytic Converter -
WARNING: IF TORCHES ARE USED WHEN WORK- 4x4
ING ON THE EXHAUST SYSTEM, DO NOT ALLOW 1- FLANGED NUT
2- MINI CATALYST ASSEMBLY
THE FLAME NEAR THE FUEL LINES. 3- BOLT
4- HANGER
5- NUT
CAUTION: When servicing exhaust system compo-
nents, disconnect the oxygen sensor connector(s). WARNING: IF TORCHES ARE USED WHEN WORK-
Allowing the exhaust system to hang by the oxygen ING ON THE EXHAUST SYSTEM, DO NOT ALLOW
sensor harness will damage the wiring and/or sen- THE FLAME NEAR THE FUEL LINES.
sor.
(1) Disconnect the oxygen sensors. CAUTION: When servicing exhaust system compo-
(2) Remove the two bolts and flanged nuts at the nents, disconnect the oxygen sensor connector(s).
manifold (Fig. 3). Allowing the exhaust system to hang by the oxygen
(3) Remove the two bolts and flanged nuts at the sensor harness will damage the wiring and/or sen-
flange. sor.
(4) Remove the mini catalyst assembly from the
vehicle. (1) Raise and support the vehicle.
(5) Slide exhaust pipe forward until exhaust pipe (2) Saturate the studs and nuts with a Mopart
hanger disengages from transmission support. rust penetrant. Allow 5 minutes for penetration.
Remove exhaust pipe and catalytic converter from (3) Remove the oxygen sensors from the exhaust
vehicle. pipe and the catalytic converter.
(4) Disconnect the exhaust pipe from the engine
REMOVAL - 4. 0L exhaust manifold (Fig. 4).
(5) Remove mini catalytic converter flange retain-
WARNING: THE NORMAL OPERATING TEMPERA- ing nuts (Fig. 4).
TURE OF THE EXHAUST SYSTEM IS VERY HIGH. (6) Slide exhaust pipe forward until exhaust pipe
THEREFORE, NEVER ATTEMPT TO SERVICE ANY hanger disengages from transmission support.
PART OF THE EXHAUST SYSTEM UNTIL IT IS Remove exhaust pipe and catalytic converter from
COOLED. SPECIAL CARE SHOULD BE TAKEN vehicle.
CATALY T I C CON V ERT ER (Cont inue d)
(8) Install the oxygen sensors in the exhaust pipe
and catalytic converter.
(9) Lower vehicle.
(10) Start engine and inspect for leaks. Repair
exhaust leaks as necessary.
(11) Check the exhaust system for contact with the
body panels. Make the necessary adjustments, if
needed.
EX H AU ST PI PE
REM OVAL
REMOVAL - 2. 4L
Fig. 4 Exhaust Pipe and Catalytic Converter - 4.0L
2 - TRANSMISSION SUPPORT
3 - EXHAUST HANGER WHEN WORKING NEAR THE CATALYTIC CON-
4 - EXHAUST PIPE VERTER. THE TEMPERATURE OF THE CONVERTER
I N STALLAT I ON OF ENGINE OPERATION TIME.
(1) Position the mini catalytic converter assembly WARNING: IF TORCHES ARE USED WHEN WORK-
onto the exhaust pipe flange and the exhaust mani- ING ON THE EXHAUST SYSTEM, DO NOT ALLOW
fold. Tighten the nuts to 31 Nm (23 ft.lbs.) torque. THE FLAME NEAR THE FUEL LINES.
Tighten the flange nuts to 28 Nm (21 ft. lbs.).
(2) Connect oxygen sensor wiring. CAUTION: When servicing exhaust system compo-
(3) Lower the vehicle. nents, disconnect the oxygen sensor connector(s).
(4) Start engine and inspect for leaks. Repair Allowing the exhaust system to hang by the oxygen
exhaust leaks as necessary. sensor harness will damage the wiring and/or sen-
(5) Check the exhaust system for contact with the sor.
needed. (1) Raise and support the vehicle.
(2) Saturate the studs and nuts with a Mopart
INSTALLATION - 4. 0L rust penetrant. Allow 5 minutes for penetration.
(1) Position exhaust pipe and catalytic converter (3) Remove the oxygen sensors from the exhaust
into vehicle. pipe and the catalytic converter.
(2) Insert exhaust pipe hanger into transmission (4) Disconnect the exhaust pipe from the engine
support (Fig. 4). exhaust manifold (Fig. 5).
(3) Install exhaust pipe onto exhaust manifold DO (5) Remove catalytic converter to muffler flange
NOT tighten bolts at this time. retaining nuts (Fig. 5).
(4) Position muffler flange onto catalytic converter (6) Slide exhaust pipe forward until exhaust pipe
flange and install retaining bolts and nuts (Fig. 4). hanger disengages from transmission support.
DO NOT tighten nuts at this time. Remove exhaust pipe and catalytic converter from
(5) Make sure the exhaust system is aligned and vehicle.
has the proper clearance. The minimum clearance is
25mm (1 inch).
(6) Tighten muffler to catalytic converter flange
retaining nuts to 28.5 Nm (21 ft. lbs.).
(7) Tighten exhaust pipe to exhaust manifold
mounting bolts to 31 Nm (23 ft. lbs.).
EX H AU ST PI PE (Cont inue d)
(6) Slide exhaust pipe foward until exhaust pipe
hanger disengages from transmission support.
Remove exhaust pipe and catalytic converter from
vehicle.
Fig. 5 Exhaust Pipe and Calalytic Converter - 2.4L

3 - EXHAUST HANGER
4 - EXHAUST PIPE
Fig. 6 Exhaust Pipe and Catalytic Converter - 4.0L
REMOVAL - 4. 0L 1 - CATALYTIC CONVERTER
WARNING: THE NORMAL OPERATING TEMPERA- 3 - EXHAUST HANGER
4 - EXHAUST PIPE
I N STALLAT I ON
VERTER. THE TEMPERATURE OF THE CONVERTER (1) Position exhaust pipe and catalytic converter
RISES TO A HIGH LEVEL AFTER A SHORT PERIOD into vehicle.
OF ENGINE OPERATION TIME. (2) Insert exhaust pipe hanger into transmission
support (Fig. 5).
(3) Install exhaust pipe onto exhaust manifold DO
WARNING: IF TORCHES ARE USED WHEN WORK- NOT tighten bolts at this time.
ING ON THE EXHAUST SYSTEM, DO NOT ALLOW (4) Position muffler flange onto catalytic converter
THE FLAME NEAR THE FUEL LINES. flange and install retaining bolts and nuts (Fig. 5).
DO NOT tighten nuts at this time.
(5) Make sure the exhaust system is aligned and
CAUTION: When servicing exhaust system compo- has the proper clearance. The minimum clearance is
nents, disconnect the oxygen sensor connector(s). 25mm (1 inch).
Allowing the exhaust system to hang by the oxygen (6) Tighten muffler to catalytic converter flange
sensor harness will damage the wiring and/or sen- retaining nuts to 28.5 Nm (21 ft. lbs.).
sor. (7) Tighten exhaust pipe to exhaust manifold
mounting bolts to 31 Nm (23 ft. lbs.).
(8) Install the oxygen sensors in the exhaust pipe
(2) Saturate the studs and nuts with a Mopart
rust penetrant. Allow 5 minutes for penetration.
(9) Lower vehicle.
(3) Remove the oxygen sensors from the exhaust
pipe and the catalytic converter.
(4) Disconnect the exhaust pipe from the engine
exhaust manifold (Fig. 6).
(5) Remove catalytic converter to muffler flange
needed.
retaining nuts (Fig. 6).
EX H AU ST PI PE (Cont inue d)
(1) Position exhaust pipe and catalytic converter
into vehicle.
(2) Insert exhaust pipe hanger into transmission
support (Fig. 6).
(3) Install exhaust pipe onto exhaust manifold DO
NOT tighten bolts at this time.
(4) Position muffler flange onto catalytic converter
flange and install retaining bolts and nuts (Fig. 6).
DO NOT tighten nuts at this time.
(5) Make sure the exhaust system is aligned and
has the proper clearance. The minimum clearance is
25mm (1 inch).
retaining nuts to 28.5 Nm (21 ft. lbs.).
(7) Tighten exhaust pipe to exhaust manifold
mounting bolts to 31 Nm (23 ft. lbs.). Fig. 7 Exhaust Heat Shield - Typical
(8) Install the oxygen sensors in the exhaust pipe 1 - HEAT SHIELD
(9) Lower vehicle.
needed.
H EAT SH I ELDS
DESCRIPTION
Heat shields (Fig. 7) are made of stamped/formed
steel, or metal foil.
Exhaust heat shields are needed to protect both the Fig. 8 Muffler Heat Shield - Rear
vehicle and the environment from the high tempera- 1 - MUFFLER HEAT SHIELD - REAR
tures developed by the catalytic converter. The cata- 2 - NUTS
3 - SELF TAPPING SCREWS
lytic converter releases additional heat into the
exhaust system. Under severe operating conditions,
the temperature increases in the area of the converter.
Such conditions can exist when the engine misfires or
otherwise does not operate at peak efficiency.
REMOVAL
(2) Remove the screws and/or nuts holding the
heat shields to the frame and/or floor pan (Fig. 8)
and (Fig. 9).
(3) When removing muffler heat shield, the muf-
fler front support bracket must be removed first.
(4) Slide the shields out around the exhaust system.
Fig. 9 Muffler Heat Shield - Middle
INSTALLATION
1 - MUFFLER HEAT SHIELD - MIDDLE
(1) Position the heat shields to the floor pan or 2 - NUTS
the frame and install the screws and/or nuts (Fig. 8) 3 - SELF TAPPING SCREWS
and (Fig. 9).
(2) Tighten the nuts and/or screws to 45 Nm (33 (3) Lower the vehicle.
ft. lbs.).
M U FFLER REMOVAL
DESCRIPTION WARNING: THE NORMAL OPERATING TEMPERA-

Both the 2.4L and 4.0L engines use a galvanized
steel muffler (Fig. 10) to control exhaust noise levels
and exhaust back pressure.
WARNING: IF TORCHES ARE USED WHEN WORK-

ING ON THE EXHAUST SYSTEM, DO NOT ALLOW
THE FLAME NEAR THE FUEL LINES.
CAUTION: When servicing exhaust system compo-

nents, disconnect the oxygen sensor connector(s).
Allowing the exhaust system to hang by the oxygen
sensor harness will damage the wiring and/or sen-
sor.
Fig. 10 Muffler All original equipment exhaust systems are manu-

1 - MUFFLER factured with the exhaust tailpipe welded to the muf-
fler. Service replacement mufflers and exhaust
tailpipes are either clamped together or welded
together.
(1) Raise the vehicle and support the rear of the
vehicle by the side rails and allow the axle to hang
free.
(2) Remove the tailpipe hangers from the insula-
tors (Fig. 11).
(3) Remove muffler to catalytic converter flange
retaining nuts (Fig. 11).
(4) Remove muffler and tailpipe assembly from
vehicle.
M U FFLER (Cont inue d)
Fig. 11 Muffler and Tailpipe

1 - TRANSMISSION SUPPORT 5 - MUFFLER
2 - TAILPIPE HANGER INSULATORS 6 - MUFFLER TO CATALYTIC CONVERTER FLANGE
3 - TAILPIPE HANGERS 7 - NUTS
4 - TAILPIPE 8 - CATALYTIC CONVERTER
INSTALLATION (7) Start engine and inspect for leaks. Repair

(1) Position muffler and tailpipe assembly into exhaust leaks as necessary.
vehicle. (8) Check the exhaust system for contact with the
(2) Position muffler and catalytic converter flanges body panels. Make the necessary adjustments, if
together and install nuts (Fig. 11). DO NOT tighten needed.
nuts at this time.
(3) Install tailpipe hangers into the insulators (Fig.
11).
(4) Make sure the muffler and tailpipe are cor-
rectly positioned and the proper alignment. The min-
imum clearance between components is 25mm (1
inch).
nuts to 28.5 Nm (21 ft. lbs.).
(6) Lower vehicle.
TAI LPI PE
DESCRI PT I ON
TAILPIPE
DESCRIPTION
The tailpipe (Fig. 12) is made of galvanized steel
OPERATION
The tailpipe channels the exhaust out of the muf-
fler and out from under the vehicle to control noise
and prevent exhaust gas fumes from entering the
passenger compartment.
Fig. 12 Tailpipe - Typical

1 - TAILPIPE
TJ FRAME & BUMPERS 13 - 1
FRAME & BUMPERS

page page
FRAME & BUMPERS SPECIFICATIONS

SPECIFICATIONS FRAME DIMENSIONS . . . . . . . . . . . . . . . . . . . 4
TORQUE SPECIFICATIONS ........... ...1 TRANSFER CASE SKID PLATE
FRONT EXTENSION REMOVAL .............................9
REMOVAL .......................... ...2 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . ...2 FUEL TANK SKID PLATE
FRONT BUMPER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
REMOVAL .......................... ...2 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . ...2 FRONT TOW HOOK
REAR EXTENSION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . ...2 REAR TOW HOOK
REAR BUMPER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . ...3 TRANSMISSION SKID PLATE
FRAME REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
STANDARD PROCEDURE - FRAME SERVICE ..3 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
FRAM E & BU M PERS
SPECI FI CAT I ON S
TORQUE SPECIFICATIONS

FRONT BUMPER SCREW 108 80
FRONT TOW HOOK SCREW 108 80
FUEL TANK SKID PLATE NUTS 16 12 138
FUEL TANK STRAP NUTS 5 40
MAIN FLOOR TO HOLD DOWN BOLT 68 50
RADIATOR TO FRAME HOLD DOWN BOLT 60 45
REAR BUMPER BOLT 77 57
REAR FLOOR TO FRAME BOLT 47 35
REAR TOE HOOK SCREW 77 57
TRANFER CASE SKID PLATE BOLTS 45 33
TRANSMISSION MOUNT NUTS 35 26
TRANSMISSION SKID PLATE TO FRAME BOLTS 45 33
TRANSMISSION SKID PLATE TO TRANSFER CASE SKID 28 21
PLATE BOLTS
13 - 2 FRAME & BUMPERS TJ
FRON T EX T EN SI ON
REMOVAL
(1) Remove the bolts attaching the bumper exten-
sion to the bumper (Fig. 1).
(2) Separate the extension from the bumper.
Fig. 2 FRONT BUMPER COMPONENTS

1 - VALANCE
2 - BUMPER GUARD
3 - FRONT BUMPER
Fig. 1 BUMPER EXTENSION 4 - BUMPER EXTENSION
5 - FRAME
1 - BUMPER EXTENSION
2 - FRONT BUMPER
3 - BOLTS (2 ON TOP AND 1 ON BOTTOM) REAR EX T EN SI ON
INSTALLATION REMOVAL
(1) Position the extension to the bumper (1) Remove the screws attaching the bumper
(2) Install the screws retaining the front bumper extension to the bumper (Fig. 3).
extension. (Fig. 1) (2) Separate the extension from the bumper.
FRON T BU M PER INSTALLATION

(1) Position the extension on the bumper.
(2) Install the screws attaching the bumper exten-
REMOVAL sion to the bumper.
(1) If equipped, disconnect the fog lamp harness
connector.
(2) Remove the screws that attach the bumper to REAR BU M PER
the frame rail (Fig. 2).
(3) If equipped, remove the tow hook. (Refer to 13 - REMOVAL
FRAME & BUMPERS/FRAME/FRONT TOW HOOK (1) Remove the bolt attaching the bumper to frame
- REMOVAL) rail. (Fig. 3)
(4) Separate the bumper from the vehicle. (2) If equipped, remove the rear tow eye/hook.
(Refer to 13 - FRAME & BUMPERS/FRAME/REAR
INSTALLATION TOW HOOK - REMOVAL)
(1) Position the bumper on the vehicle. (3) Disconnect the rear fog lamp electrical connec-
(2) If equipped, install the tow hook. (Refer to 13 - tor, if equipped.
FRAME & BUMPERS/FRAME/FRONT TOW HOOK (4) Remove the nuts attaching the bumper to the
- INSTALLATION) rear frame crossmember.
(3) Install the screws that attach the bumper to (5) Separate the bumper from the vehicle.
the frame rail and tighten to 108 Nm (80 ft. lbs.).
(4) If equipped, Connect the fog lamp harness con-
nector.
REAR BU M PER (Cont inue d)
FLAME TO CONTACT PLASTIC BODY PANELS.
FIRE OR EXPLOSION CAN RESULT. WHEN
WELDED FRAME COMPONENTS ARE REPLACED,
100% PENETRATION WELD MUST BE ACHIEVED
DURING INSTALLATION. IF NOT, DANGEROUS
OPERATING CONDITIONS CAN RESULT. STAND
CLEAR OF CABLES OR CHAINS ON PULLING
EQUIPMENT DURING FRAME STRAIGHTENING
OPERATIONS, PERSONAL INJURY CAN RESULT.
DO NOT VENTURE UNDER A HOISTED VEHICLE
THAT IS NOT SUPPORTED ON SAFETY STANDS,
PERSONAL INJURY CAN RESULT.
CAUTION: Do not reuse damaged fasteners, quality

of repair would be suspect. Do not drill holes in top
or bottom frame rail flanges, frame rail failure can
result. Do Not use softer than Grade 3 bolts to
replace production fasteners, loosening or failure
can result. When using heat to straighten frame
components do not exceed 566C (1050F), metal
fatigue can result. Welding the joints around riveted
cross members and frame side rails can weaken
Fig. 3 REAR BUMPER COMPONENTS frame.
1 - BODY
2 - CROSSMEMBER
3 - FRAME FRAME STRAIGHTENING
4 - REAR BUMPER
5 - REAR BUMPER
When necessary, a conventional frame that is bent
6 - BRACE or twisted can be straightened by application of heat.
7 - REAR BUMPER EXTENSION The temperature must not exceed 566C (1050F).
The metal will have a dull red glow at the desired
INSTALLATION temperature. Excessive heat will decrease the
(1) Position the bumper on the vehicle. strength of the metal and result in a weakened
(2) Install the nuts attaching the bumper to the frame.
rear frame crossmember and tighten to 77 Nm (57 Welding the joints around riveted cross members
ft. lbs.). and frame side rails is not recommended.
(3) If equipped, install the rear tow eye/hook. A straightening repair process should be limited to
(Refer to 13 - FRAME & BUMPERS/FRAME/REAR frame members that are not severely damaged. The
TOW HOOK - INSTALLATION) replacement bolts, nuts and rivets that are used to
(4) Install the bolt attaching the bumper to frame join the frame members should conform to the same
rail and tighten to 77 Nm (57 ft. lbs.). specifications as the original bolts, nuts and rivets.
(5) Connect the rear fog lamp electrical connectors,
if equipped. FRAME REPAIRS
DRILLING HOLES
FRAM E Do not drill holes in the top and bottom of frame
rail, metal fatigue can result causing frame failure.
STANDARD PROCEDURE - FRAME SERVICE Holes drilled in the side of the frame rail must be at
least 38 mm (1.5 in.) from the top and bottom
SAFETY PRECAUTIONS AND WARNINGS flanges.
Additional drill holes should be located away from
WARNING: USE EYE PROTECTION WHEN GRIND- existing holes.
ING OR WELDING METAL, SERIOUS EYE INJURY
CAN RESULT. BEFORE PROCEEDING WITH FRAME WELDING
REPAIR INVOLVING GRINDING OR WELDING, VER- Use MIG, TIG or arc welding equipment to repair
IFY THAT VEHICLE FUEL SYSTEM IS NOT LEAKING welded frame components.
OR IN CONTACT WITH REPAIR AREA, PERSONAL
INJURY CAN RESULT. DO NOT ALLOW OPEN
FRAM E (Cont inue d)
Frame components that have been damaged should
be inspected for cracks before returning the vehicle
to use. If cracks are found in accessible frame com-
ponents perform the following procedures.
(1) Drill a hole at each end of the crack with a 3
mm (O.125 in.) diameter drill bit.
(2) Using a suitable die grinder with 3 inch cut off
wheel, V-groove the crack to allow 100% weld pene-
tration.
(3) Weld the crack.
(4) If necessary when a side rail is repaired, grind
the weld smooth and install a reinforcement channel
(Fig. 4) over the repaired area.
CAUTION: A reinforcement should never be used on

the front section of the frame. The frame section
forward of the suspension mounts contains energy
management holes (Fig. 5). Reinforcing this area
may effect energy management. Fig. 5 ENERGY MANAGEMENT HOLES
1 - ENERGY MANAGEMENT HOLES
NOTE: If a reinforcement is required, it should com-

pletely cover the repaired area. The reinforcement SPECI FI CAT I ON S
should also overlap the top and bottom of the
frame by more than 50% of its width. Weld as indi- FRAME DIMENSIONS
cated (Fig. 4). Frame dimensions are listed in metric scale. All
dimensions are from center to center of Principle
Locating Point (PLP), or from center to center of PLP
and fastener location.
VEHICLE PREPARATION
Position the vehicle on a level work surface. Using
screw or bottle jacks, adjust the vehicle PLP heights
to the specified dimension above a level work surface.
Vertical dimensions can be taken from the work sur-
face to the locations indicated were applicable.
I N DEX
DESCRIPTION FIGURE
FRAME SIDE VIEW 6
FRAME TOP VIEW 7
Fig. 4 FRAME REINFORCEMENT
FRAME SIDE VIEW LWB 8
1 - FRAME CENTER LINE
2 - FRAME FRAME TOP VIEW LWB 9
3 - FRAME REPAIR REINFORCEMENT
FRAME FASTENERS
Bolts and nuts can be used to repair frames or to
install a reinforcement section on the frame.
Conical-type washers are preferred over the split-
ring type lock washers. Normally, grade-5 bolts are
adequate for frame repair. Grade-3 bolts or softer
should not be used. Tightening bolts/nuts with the
correct torque, refer to the Introduction Group at the
front of this manual for tightening information.
Fig. 6 FRAME SIDE VIEW

Fig. 7 FRAME TOP VIEW

Fig. 8 FRAME SIDE VIEW LWB

Fig. 9 FRAME TOP VIEW LWB

T RAN SFER CASE SK I D PLAT E

REMOVAL
NOTE: The transmission and transfer case cross-
member is integrated with the transfer case skid
plate.
WARNING: THE TRANSFER CASE AND TRANSMIS-

SION ARE SUPPORTED BY THE TRANSFER CASE
SKID PLATE. BEFORE REMOVING THE TRANSFER
CASE SKID PLATE, ENSURE THAT THE TRANSMIS-
SION IS PROPERLY SUPPORTED.
(1) Raise and support the vehicle. (Refer to

LUBRICATION & MAINTENANCE/HOISTING -
STANDARD PROCEDURE)
(2) Remove the transmission skid plate, if
equipped. (Refer to 13 - FRAME & BUMPERS/
FRAME/FRONT SKID PLATE - REMOVAL)
(3) Support the transmission with a suitable lifting
device. Fig. 10 TRANSMISSION MOUNT (Auto shown,
(4) Remove the nuts attaching the transmission manual similar)
mount to the skid plate. (Fig. 10) 1 - TRANSMISSION ASSEMBLY
(5) Remove the bolts attaching the skid plate to 2 - SUPPORT BRACKET BOLTS (4)
the frame and remove the skid plate. (Fig. 11) 3 - TRANSMISSION MOUNT
4 - SKID PLATE/CROSSMEMBER NUTS (4)
5 - SKID PLATE/CROSSMEMBER
INSTALLATION 6 - MOUNT NUTS (4)
7 - SUPPORT BRACKET
(1) Position the skid plate on the vehicle.
(2) Install the bolts attaching the skid plate to the
frame and tighten to 74 Nm (55 ft. lbs.).
(3) Install the nuts attaching the transmission
mount to the skid plate and tighten to 35 Nm (26 ft.
lbs.).
(4) Install the transmission skid plate. (Refer to 13
- FRAME & BUMPERS/FRAME/FRONT SKID
PLATE - INSTALLATION)
Fig. 11 TRANSFER CASE SKID PLATE

1 - SKID PLATE
2 - BOLTS
3 - FRAME
FU EL TAN K SK I D PLAT E (3) Install the nuts to attach the skid plate to the
straps and to the frame crossmembers. Tighten the
fuel tank strap nuts to 5 Nm (40 in. lbs.). Tighten
REMOVAL
the skid plate-to-crossmember nuts with 16 Nm (138
(1) Position a support under the fuel tank skid
in. lbs.).
plate.
(4) Install the protective caps on the end of the
(2) Remove the protective caps from the end of the
strap studs.
strap studs.
(5) Remove the support from under the skid plate.
(3) Remove the nuts that attach the skid plate to
the straps and to the crossmembers (Fig. 12).
(4) Separate the fuel tank strap from the skid FRON T T OW H OOK
plate.
(5) Support the fuel tank and remove the skid
REMOVAL
plate from the vehicle.
(1) Remove the torx bolts that attach the tow hook
to the bumper (Fig. 13).
(2) Separate the tow hook from the bumper.
Fig. 13 FRONT TOW HOOK

1 - FRAME
2 - BUMPER
3 - TOW HOOK
Fig. 12 FUEL TANK SKID PLATE
1 - STRAP INSTALLATION
2 - FRAME (1) Position the tow hook on the bumper.
3 - SKID PLATE
4 - PROTECTIVE CAP (2) Install the torx bolts that attach the tow hook
5 - FUEL TANK to the bumper and tighten to 108 Nm (80 ft. lbs.).
INSTALLATION
(1) Attach the skid plate to the fuel tank strap.
(2) Position and support the skid plate under the
fuel tank.
REAR T OW H OOK T RAN SM I SSI ON SK I D PLAT E

REMOVAL REMOVAL
(1) Remove the fasteners that attach the rear tow (1) Raise and support the vehicle. (Refer to
hook to the frame (Fig. 14). LUBRICATION & MAINTENANCE/HOISTING -
(2) Separate the tow hook from the frame. STANDARD PROCEDURE)
(2) Support the skid plate.
(3) Remove the bolts and remove the skid plate.
(Fig. 15)
Fig. 14 REAR TOW HOOK

1 - FRAME
2 - REAR BUMPER
3 - TOW HOOK
4 - BOLT
5 - NUT
Fig. 15 TRANSMISSION SKID PLATE

INSTALLATION
1 - FRONT BOLTS (2)
(1) Position the tow hook on the frame. 2 - REAR BOLTS (2)
(2) Install the bolts and tighten to 77 Nm (57 ft. 3 - SKID PLATE
lbs.).
INSTALLATION
(1) Position the skid plate in place and support.
(2) Install the bolts and tighten the plate to frame
(3) Tighten the plate to transfer case skid plate
TJ FUEL SYSTEM 14 - 1
FUEL SYSTEM
page page
FUEL DELIVERY ..........................1 FUEL INJECTION . . . . . . . . . . . . . . . . . . . . . . . . 21
FU EL DELI V ERY
TABLE OF CONTENTS
page page
FUEL DELIVERY REMOVAL .............................9

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .....1 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .....2 FUEL RAIL/FUEL DAMPER - 2.4L
STANDARD PROCEDURE - FUEL SYSTEM DESCRIPTION - 2.4L . . . . . . . . . . . . . . . . . . . . 10
PRESSURE RELEASE . . . . . . . . . . . . . . .....2 OPERATION - 2.4L . . . . . . . . . . . . . . . . . . . . . . 10
SPECIFICATIONS REMOVAL - 2.4L . . . . . . . . . . . . . . . . . . . . . . . . 10
FUEL SYSTEM PRESSURE ......... .....3 INSTALLATION - 2.4L . . . . . . . . . . . . . . . . . . . . 10
TORQUE - FUEL DELIVERY . . . . . . . . . .....3 FUEL RAIL - 4.0L ENGINE
SPECIAL TOOLS DESCRIPTION - 4.0L . . . . . . . . . . . . . . . . . . . . 12
FUEL SYSTEM . . . . . . . . . . . . . . . . . . . .....4 OPERATION - 4.0L . . . . . . . . . . . . . . . . . . . . . . 12
FUEL FILTER/PRESSURE REGULATOR REMOVAL - 4.0L . . . . . . . . . . . . . . . . . . . . . . . . 12
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .5 INSTALLATION - 4.0L . . . . . . . . . . . . . . . . . . . . 12
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 FUEL TANK
REMOVAL ........................ . . . . .5 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . .6 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
FUEL LEVEL SENDING UNIT / SENSOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .6 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 INLET FILTER
REMOVAL ........................ . . . . .7 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . .7 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17
FUEL LINES QUICK CONNECT FITTING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .....7 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17
FUEL PUMP STANDARD PROCEDURE - QUICK-CONNECT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .....8 FITTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .....8 FLOW MANAGEMENT VALVE
FUEL PUMP MODULE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 20
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . .....8 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
OPERATION . . . . . . . . . . . . . . . . . . . . . . . .....9 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FU EL DELI V ERY gauge sending unit (fuel level sensor) and a separate
fuel filter located at bottom of pump module
fuel tubes/lines/hoses
DESCRIPTION
quick-connect fittings
The fuel delivery system consists of:
fuel injector rail
the fuel pump module containing the electric
fuel injectors
fuel pump, fuel filter/fuel pressure regulator, fuel
fuel tank
fuel tank filler/vent tube assembly
14 - 2 FUEL DELIVERY TJ
FU EL DELI V ERY (Cont inue d)
fuel tank filler tube cap (2) Remove fuel pump relay from Power Distribu-
check valve(s) tion Center (PDC). For location of relay, refer to label
accelerator pedal on underside of PDC cover.
throttle cable (3) Start and run engine until it stalls.
(4) Attempt restarting engine until it will no
OPERATION longer run.
Fuel is returned through the fuel pump module (5) Turn ignition key to OFF position.
and back into the fuel tank through the fuel filter/
fuel pressure regulator. A separate fuel return line CAUTION: Steps 1, 2, 3 and 4 must be performed to
from the engine to the tank is not used. relieve high pressure fuel from within fuel rail. Do
The fuel tank assembly consists of: the fuel tank, not attempt to use following steps to relieve this
fuel pump module assembly, fuel pump module lock- pressure as excessive fuel will be forced into a cyl-
nut/gasket, and fuel tank check valve (refer to Emis- inder chamber.
sion Control System for fuel tank check valve
(6) Unplug connector from any fuel injector.
information).
(7) Attach one end of a jumper wire with alligator
A fuel filler/vent tube assembly using a pressure/
clips (18 gauge or smaller) to either injector terminal.
vacuum fuel filler cap is used. The fuel filler tube
(8) Connect other end of jumper wire to positive
contains a flap door located below the fuel fill cap.
side of battery.
Also to be considered part of the fuel system is the
(9) Connect one end of a second jumper wire to
evaporation control system. This is designed to
remaining injector terminal.
reduce the emission of fuel vapors into the atmo-
sphere. The description and function of the Evapora- CAUTION: Powering an injector for more than a few
tive Control System is located in Emission Control seconds will permanently damage the injector.
Systems.
Both fuel filters (at bottom of fuel pump module (10) Momentarily touch other end of jumper wire
and within fuel pressure regulator) are designed for to negative terminal of battery for no more than a
extended service. They do not require normal sched- few seconds.
uled maintenance. Filters should only be replaced if (11) Place a rag or towel below fuel line quick-con-
a diagnostic procedure indicates to do so. nect fitting at fuel rail.
(12) Disconnect quick-connect fitting at fuel rail.
STANDARD PROCEDURE - FUEL SYSTEM Refer to Quick-Connect Fittings.
PRESSURE RELEASE (13) Return fuel pump relay to PDC.
Use following procedure if the fuel injector (14) One or more Diagnostic Trouble Codes (DTCs)
rail is, or is not equipped with a fuel pressure may have been stored in PCM memory due to fuel
test port. pump relay removal. The DRBt scan tool must be
(1) Remove fuel fill cap. used to erase a DTC.
TJ FUEL DELIVERY 14 - 3
SPECI FI CAT I ON S
FUEL SYSTEM PRESSURE
339 kPa +/- 34 kPa (49.2 psi +/- 2 psi).
TORQUE - FUEL DELIVERY

Accelerator Pedal Bracket 8.5 - 75
Mounting Nuts
Fuel Hose Clamps 3 - 25
Fuel Rail Mounting Bolts - 28 - 250
2.4L
Fuel Rail Mounting Bolts 11 -
100
or Nuts - 4.0L
Fuel Tank Mounting Strap Refer to service manual - -
Bolts text.
Fuel Pump Module 74 55 -
Locknut
Fuel Tank Skidplate Bolts 16 - 141
SPECI AL T OOLS
FUEL SYSTEM
SPANNER WRENCH - #6856
FUEL PRESSURE TESTER - #8978
FITTING, AIR METERING - #6714
O2S (OXYGEN SENSOR) REMOVER/INSTALLER -

#C-4907
TEST KIT, FUEL PRESSURE, 8.0L ENGINE - #5069
ADAPTERS, FUEL PRESSURE TEST, 8.0L - #6539

AND/OR #6631
FU EL FI LT ER/PRESSU RE
REGU LAT OR
DESCRIPTION
The combination fuel filter and fuel pressure regula-
tor is located on the top of fuel pump module (Fig. 6).
OPERATION
A combination fuel filter and fuel pressure regula-
tor is used on all engines. A separate frame mounted
fuel filter is not used with any engine.
Fuel Pressure Regulator Operation: The pres-
sure regulator is a mechanical device that is not con-
trolled by engine vacuum or the Powertrain Control
Module (PCM).
The regulator is calibrated to maintain fuel system
operating pressure of approximately 339 34 kPa
(49.2 5 psi) at the fuel injectors. It contains a dia-
phragm, calibrated springs and a fuel return valve. Fig. 1 Fuel Filter/Fuel Pressure Regulator
The internal fuel filter is also part of the assembly. 1 - RETAINER CLAMP
Fuel is supplied to the filter/regulator by the elec- 2 - FUEL FILTER/FUEL PRESSURE REGULATOR
3 - FUEL SUPPLY TUBE
tric fuel pump through an opening tube at the bot- 4 - ALIGNMENT ARROW
tom of filter/regulator (Fig. 3).
The regulator acts as a check valve to maintain
some fuel pressure when the engine is not operating.
This will help to start the engine. A second check
valve is located at the outlet end of the electric fuel
pump.
If fuel pressure at the pressure regulator exceeds
approximately 49 psi, an internal diaphragm closes
and excess fuel pressure is routed back into the tank
through the pressure regulator. A separate fuel
return line is not used with any engine.
REMOVAL
The combination Fuel Filter/Fuel Pressure Regula-
tor is located on the fuel pump module. The fuel
pump module is located on top of fuel tank.
(1) Remove fuel tank. Refer to Fuel Tank Removal/
Installation.
(2) Clean area around filter/regulator.
(3) Disconnect fuel line at filter/regulator. Refer to
Quick-Connect Fittings in this group for procedures. Fig. 2 Fuel Filter/Fuel Pressure Regulator Gasket
(4) Remove retainer clamp from top of filter/regu- 1 - TOP OF MODULE
2 - GASKET
lator (Fig. 1). Clamp snaps to tabs on pump module.
Discard old clamp.
(5) Pry filter/regulator from top of pump module
with 2 screwdrivers. Unit is snapped into module.
(6) Discard gasket below filter/regulator (Fig. 2).
FU EL FI LT ER/PRESSU RE REGU LAT OR (Cont inue d)
(7) Before discarding filter/regulator assembly, (9) Connect fuel line at filter/regulator. Refer to
inspect assembly to verify that o-rings (Fig. 3) are Quick-Connect Fittings in this group for procedures.
intact. If the smallest of the two o-rings can not be (10) Install fuel tank. Refer to Fuel Tank Removal/
found on bottom of filter/regulator, it may be neces- Installation.
sary to remove it from the fuel inlet passage in fuel
pump module.
FU EL LEV EL SEN DI N G U N I T /
SEN SOR
DESCRIPTION
The fuel gauge sending unit (fuel level sensor) is
attached to the side of the fuel pump module. The
sending unit consists of a float, an arm, and a vari-
able resistor track (card).
OPERATION
The fuel pump module has 4 different circuits
(wires). Two of these circuits are used for the fuel
gauge sending unit for fuel gauge operation, and for
certain OBD II emission requirements. The other 2
wires are used for electric fuel pump operation.
For Fuel Gauge Operation: A constant input
voltage source of about 12 volts (battery voltage) is
supplied to the resistor track on the fuel gauge send-
ing unit. This is fed directly from the Powertrain
Fig. 3 Fuel Filter/Fuel Pressure Regulator
Control Module (PCM). NOTE: For diagnostic pur-
1 - FUEL FILTER/FUEL PRESSURE REGULATOR
2 - TO FUEL INJECTORS
poses, this 12V power source can only be veri-
3 - FUEL SUPPLY TUBE fied with the circuit opened (fuel pump module
4 - O-RINGS electrical connector unplugged). With the con-
5 - FUEL INLET FROM PUMP
6 - FUEL RETURN TO TANK
nectors plugged, output voltages will vary from
about 0.6 volts at FULL, to about 8.6 volts at
INSTALLATION EMPTY (about 8.6 volts at EMPTY for Jeep
models, and about 7.0 volts at EMPTY for
The combination Fuel Filter/Fuel Pressure Regula-
Dodge Truck models). The resistor track is used to
tor is located on the fuel pump module. The fuel
vary the voltage (resistance) depending on fuel tank
pump module is located on top of fuel tank.
float level. As fuel level increases, the float and arm
(1) Clean recessed area in pump module where fil-
move up, which decreases voltage. As fuel level
ter/regulator is to be installed.
decreases, the float and arm move down, which
(2) Obtain new filter/regulator (two new o-rings
increases voltage. The varied voltage signal is
should already be installed) .
returned back to the PCM through the sensor return
(3) Apply a small amount of clean engine oil to
circuit.
o-rings. Do not install o-rings separately into
Both of the electrical circuits between the fuel
fuel pump module. They will be damaged when
gauge sending unit and the PCM are hard-wired (not
installing filter/regulator.
multi-plexed). After the voltage signal is sent from
(4) Install new gasket to top of fuel pump module.
the resistor track, and back to the PCM, the PCM
(5) Press new filter/regulator into top of pump
will interpret the resistance (voltage) data and send
module until it snaps into position (a positive click
a message across the multi-plex bus circuits to the
must be heard or felt).
instrument panel cluster. Here it is translated into
(6) The molded arrow (Fig. 1) on top of fuel pump
the appropriate fuel gauge level reading. Refer to
module should be pointed towards front of vehicle (12
Instrument Panel for additional information.
oclock position).
For OBD II Emission Monitor Requirements:
(7) Rotate filter/regulator until fuel supply tube
The PCM will monitor the voltage output sent from
(fitting) is pointed to 10 oclock position.
the resistor track on the sending unit to indicate fuel
(8) Install new retainer clamp (clamp snaps over
level. The purpose of this feature is to prevent the
top of filter/regulator and locks to flanges on pump
OBD II system from recording/setting false misfire
module).
and fuel system monitor diagnostic trouble codes.
FU EL LEV EL SEN DI N G U N I T / SEN SOR (Cont inue d)
The feature is activated if the fuel level in the tank
is less than approximately 15 percent of its rated
capacity. If equipped with a Leak Detection Pump
(EVAP system monitor), this feature will also be acti-
vated if the fuel level in the tank is more than
approximately 85 percent of its rated capacity.
REMOVAL
The fuel level sending unit (fuel level sensor) and
float assembly is located on the side of fuel pump
module (Fig. 4). The fuel pump module is located
within the fuel tank.
Fig. 5 Fuel Level Sending Unit Release Tab

2 - FUEL GAUGE SENDING UNIT
3 - RELEASE TAB
4 - FUEL PUMP MODULE
FU EL LI N ES
DESCRIPTION
Also refer to Quick-Connect Fittings.
Fig. 4 Fuel Level Sending Unit Location
1 - FUEL GAUGE FLOAT WARNING: THE FUEL SYSTEM IS UNDER A CON-
2 - PICK-UP FILTER
3 - FUEL GAUGE SENDING UNIT STANT PRESSURE (EVEN WITH THE ENGINE OFF).
4 - FUEL FILTER/FUEL PRESSURE REGULATOR BEFORE SERVICING ANY FUEL SYSTEM HOSES,
5 - ELECTRIC FUEL PUMP FITTINGS OR LINES, THE FUEL SYSTEM PRES-
6 - PIGTAIL WIRING HARNESS
SURE MUST BE RELEASED. REFER TO THE FUEL
(1) Remove fuel tank. Refer to Fuel Tank Removal/ SYSTEM PRESSURE RELEASE PROCEDURE IN
Installation. THIS GROUP.
(2) Remove fuel pump module. Refer to Fuel Pump
The lines/tubes/hoses used on fuel injected vehicles
Module Removal/Installation.
are of a special construction. This is due to the
(3) Remove electrical wire connector at sending
higher fuel pressures and the possibility of contami-
unit terminals.
nated fuel in this system. If it is necessary to replace
(4) Press on release tab (Fig. 5) to remove sending
these lines/tubes/hoses, only those marked EFM/EFI
unit from pump module.
may be used.
If equipped: The hose clamps used to secure rub-
INSTALLATION ber hoses on fuel injected vehicles are of a special
(1) Position sending unit to pump module and rolled edge construction. This construction is used to
snap into place. prevent the edge of the clamp from cutting into the
(2) Connect electrical connector to terminals. hose. Only these rolled edge type clamps may be
(3) Install fuel pump module. Refer to Fuel Pump used in this system. All other types of clamps may
Module Removal/Installation. cut into the hoses and cause high-pressure fuel leaks.
(4) Install fuel tank. Refer to Fuel Tank Removal/ Use new original equipment type hose clamps.
Installation.
FU EL PU M P psi on a cooled down vehicle (engine off) is a

normal condition. Refer to the Fuel Pressure Leak
Down Test for more information.
DESCRIPTION
The electric fuel pump is not a separate, service-
The electric fuel pump is located inside of the fuel
able component.
pump module. A 12 volt, permanent magnet, electric
motor powers the fuel pump. The electric fuel pump
is not a separate, serviceable component. FU EL PU M P M ODU LE
OPERATION DESCRIPTION
Voltage to operate the electric pump is supplied The fuel pump module on all models is installed
through the fuel pump relay. into the top of the fuel tank (Fig. 6). The fuel pump
Fuel is drawn in through a filter at the bottom of module contains the following components (Fig. 6) or
the module and pushed through the electric motor (Fig. 7):
gearset to the pump outlet. A combination fuel filter/fuel pressure regulator
Check Valve Operation: The pump outlet con- A separate fuel pick-up filter (strainer)
tains a one-way check valve to prevent fuel flow back An electric fuel pump
into the tank and to maintain fuel supply line pres- A threaded locknut to retain module to tank
sure (engine warm) when pump is not operational. It A gasket between tank flange and module
is also used to keep the fuel supply line full of gaso- Fuel gauge sending unit (fuel level sensor)
line when pump is not operational. After the vehicle Fuel supply tube (line) connection
has cooled down, fuel pressure may drop to 0 psi The fuel gauge sending unit, pick-up filter and fuel
(cold fluid contracts), but liquid gasoline will remain filter/fuel pressure regulator may be serviced sepa-
in fuel supply line between the check valve and fuel rately. If the electrical fuel pump requires service,
injectors. Fuel pressure that has dropped to 0
the entire fuel pump module must be replaced.
Fig. 6 FUEL TANK/FUEL PUMP MODULE (TOP VIEW)

1 - VAPOR LINES (2) 8 - CHECK VALVE
2 - FUEL SUPPLY LINE 9 - FUEL MANAGEMENT VALVE
3 - ELECTRICAL CONNECTOR 10 - SKID PLATE
4 - MODULE LOCKNUT 11 - CHECK VALVE
5 - FUEL PUMP MODULE ASSEMBLY 12 - CLAMPS (2)
6 - FUEL FILTER/FUEL PRESSURE REGULATOR 13 - VENT LINE
7 - FUEL TANK STRAPS (2) 14 - FUEL FILL TUBE
FU EL PU M P M ODU LE (Cont inue d)
(4) Remove module from fuel tank.
Fig. 7 FUEL PUMP MODULE COMPONENTS

1 - FUEL GAUGE FLOAT Fig. 8 LOCKNUT REMOVAL/INSTALLATION
2 - PICK-UP FILTER TYPICAL
3 - FUEL GAUGE SENDING UNIT
1 - SPECIAL TOOL #6856
4 - FUEL FILTER/FUEL PRESSURE REGULATOR
2 - LOCKNUT
5 - ELECTRIC FUEL PUMP
6 - PIGTAIL WIRING HARNESS
INSTALLATION
OPERATION Fuel tank removal will be necessary for fuel pump
Refer to Fuel Pump, Fuel Filter/Fuel Pressure Reg- module removal.
ulator and Fuel Gauge Sending Unit.
CAUTION: Whenever the fuel pump module is ser-
REMOVAL viced, the module gasket must be replaced.
Fuel tank removal will be necessary for fuel pump
(1) Thoroughly clean locknut threads and mating
module removal.
fuel tank threads. Use a soap/water solution. Do not
WARNING: THE FUEL SYSTEM IS UNDER A CON- use carburetor cleaner to clean threads.
STANT PRESSURE (EVEN WITH THE ENGINE OFF). (2) Using new gasket, position fuel pump module
BEFORE SERVICING THE FUEL PUMP MODULE, into opening in fuel tank.
THE FUEL SYSTEM PRESSURE MUST BE (3) Apply clean water to locknut threads.
RELEASED. (4) Position locknut over top of fuel pump module.
(5) Rotate module until arrow (Fig. 1) is pointed
(1) Drain fuel tank and remove tank. Refer to the toward front of vehicle (12 oclock position). This step
Fuel Tank Removal/Installation section of this group. must be done to prevent float/float rod assembly from
(2) Thoroughly wash and clean area around pump contacting sides of fuel tank.
module to prevent contaminants from entering tank. (6) Install Special Tool 6856 to locknut.
(3) The plastic fuel pump module locknut is (7) Tighten locknut to 74 Nm (55 ft. lbs.) torque.
threaded onto fuel tank (Fig. 6). Install Special Tool (8) Rotate fuel filter/fuel pressure regulator until
6856 to fuel pump module locknut and remove lock- its fitting is pointed to 10 oclock position.
nut (Fig. 8). The fuel pump module will spring up (9) Install fuel tank. Refer to Fuel Tank Installa-
when locknut is removed. tion.
FU EL RAI L/FU EL DAM PER - REMOVAL - 2. 4L

2 .4 L WARNING: THE FUEL SYSTEM IS UNDER CON-
STANT PRESSURE EVEN WITH ENGINE OFF.
DESCRIPTION - 2. 4L BEFORE SERVICING FUEL RAIL, FUEL SYSTEM
The fuel injector rail is used to mount the fuel PRESSURE MUST BE RELEASED.
injectors to the engine (Fig. 9). On the 2.4L 4-cylin-
der engine, a fuel damper is located near the front The fuel rail can be removed without removing the
of the fuel rail (Fig. 9). intake manifold if the following procedures are fol-
lowed.
(1) Remove fuel tank filler tube cap.
(2) Perform Fuel System Pressure Release Proce-
dure.
(3) Remove negative battery cable at battery.
(4) Remove air duct at throttle body.
(5) Disconnect fuel line latch clip and fuel line at
fuel rail. A special tool will be necessary for fuel line
disconnection. Refer to Quick-Connect Fittings.
(6) Remove necessary vacuum lines at throttle
body.
(7) Drain engine coolant and remove thermostat
and thermostat housing.
(8) Remove PCV hose and valve at valve cover.
(9) Remove 3 upper intake manifold mounting
bolts (Fig. 11), but only loosen 2 lower bolts about 2
turns.
(10) Disconnect 2 main engine harness connectors
at rear of intake manifold (Fig. 10).
(11) Disconnect 2 injection wiring harness clips at
harness mounting bracket (Fig. 11).
(12) Disconnect electrical connectors at all 4 fuel
injectors. To remove connector refer to (Fig. 12). Push
Fig. 9 FUEL RAIL - 2.4L
red colored slider away from injector (1). While push-
1 - FUEL RAIL
2 - MOUNTING BOLTS
ing slider, depress tab (2) and remove connector (3)
3 - TEST PORT (IF USED) from injector. The factory fuel injection wiring har-
4 - QUICK-CONNECT FITTING ness is numerically tagged (INJ 1, INJ 2, etc.) for
5 - INJ. #1
6 - DAMPER injector position identification. If harness is not
7 - INJ #2 tagged, note wiring location before removal.
8 - INJ #3 (13) Remove 2 injection rail mounting bolts (Fig.
9 - INJ #4
10- INJECTOR RETAINING CLIP 9).
(14) Gently rock and pull fuel rail until fuel injec-
OPERATION - 2. 4L tors just start to clear machined holes in intake man-
The fuel injector rail supplies the necessary fuel to ifold.
each individual fuel injector. (15) Remove fuel rail (with injectors attached)
The fuel damper is used only to help control fuel from intake manifold.
pressure pulsations. These pulsations are the result (16) If fuel injectors are to be removed, refer to
of the firing of the fuel injectors. It is not used as a Fuel Injector Removal/Installation.
fuel pressure regulator. The fuel pressure regulator is
not mounted to the fuel rail on any engine. It is INSTALLATION - 2. 4L
located on the fuel tank mounted fuel pump module. (1) If fuel injectors are to be installed, refer to Fuel
Refer to Fuel Pressure Regulator for additional infor- Injector Removal/Installation.
mation. (2) Clean out fuel injector machined bores in
The fuel rail is not repairable. intake manifold.
A quick-connect fitting with a safety latch is used (3) Apply a small amount of engine oil to each fuel
to attach the fuel line to the fuel rail. injector o-ring. This will help in fuel rail installation.
FU EL RAI L/FU EL DAM PER - 2 .4 L (Cont inue d)
Fig. 10 MAP SENSOR LOCATION - 2.4L

1 - REAR OF INTAKE MANIFOLD
2 - MAP SENSOR
3 - ALIGNMENT PIN
4 - MOUNTING BOLT (TORX)
6 - MAIN ENGINE HARNESS CONNECTORS
Fig. 12 REMOVE/INSTALL INJECTOR CONNECTOR
(7) Install 2 fuel rail mounting bolts and tighten.
Refer to torque specifications.
(8) Connect electrical connectors at all fuel injec-
tors. To install connector, refer to (Fig. 12). Push con-
nector onto injector (1) and then push and lock red
colored slider (2). Verify connector is locked to injec-
tor by lightly tugging on connector.
(9) Snap 2 injection wiring harness clips (Fig. 11)
into brackets.
(10) Connect 2 main engine harness connectors at
rear of intake manifold (Fig. 10).
(11) Tighten 5 intake manifold mounting bolts.
Refer to Engine Torque Specifications.
(12) Install PCV valve and hose.
(13) Install thermostat and radiator hose. Fill with
coolant. Refer to Cooling.
(14) Connect necessary vacuum lines to throttle
body.
(15) Connect fuel line latch clip and fuel line to
Fig. 11 FUEL RAIL MOUNTING - 2.4L
fuel rail. Refer to Quick-Connect Fittings.
1 - FUEL RAIL
2 - INJECTION HARNESS CLIPS (16) Install air duct to throttle body.
3 - LOWER MOUNTING HOLES (17) Connect battery cable to battery.
4 - UPPER MOUNTING HOLES (18) Start engine and check for leaks.
5 - INTAKE MANIFOLD
(4) Position fuel rail/fuel injector assembly to

machined injector openings in intake manifold.
(5) Guide each injector into cylinder head. Be care-
ful not to tear injector o-rings.
(6) Push fuel rail down until fuel injectors have
bottomed on shoulders.
FU EL RAI L - 4 .0 L EN GI N E REMOVAL - 4. 0L
The fuel damper is not serviced separately.
DESCRIPTION - 4. 0L
WARNING: THE FUEL SYSTEM IS UNDER CON-
The fuel rail is mounted to the intake manifold
STANT FUEL PRESSURE EVEN WITH ENGINE OFF.
(Fig. 13). It is used to mount the fuel injectors to the
THIS PRESSURE MUST BE RELEASED BEFORE
engine. On the 4.0L 6cylinder engine, a fuel
damper is located near the center of the fuel rail SERVICING FUEL RAIL.
(Fig. 13). (1) Remove fuel tank filler tube cap.
(2) Perform Fuel System Pressure Release Proce-
dure.
(4) Remove air tube at top of throttle body. Note:
Some engine/vehicles may require removal of air
cleaner ducts at throttle body.
(5) Disconnect electrical connectors at all 6 fuel
injectors. To remove connector refer to (Fig. 14). Push
red colored slider away from injector (1). While push-
ing slider, depress tab (2) and remove connector (3)
from injector. The factory fuel injection wiring har-
ness is numerically tagged (INJ 1, INJ 2, etc.) for
injector position identification. If harness is not
tagged, note wiring location before removal.
(6) Disconnect fuel supply line latch clip and fuel
line at fuel rail. Refer to Quick-Connect Fittings.
(7) Disconnect throttle cable at throttle body. Refer
to Throttle Cable Removal/Installation.
(8) Disconnect speed control cable at throttle body
(if equipped). Refer to Speed Control Cable in Speed
Control System.
(9) Disconnect automatic transmission cable at
throttle body (if equipped).
(10) Remove cable routing bracket at intake man-
ifold.
Fig. 13 FUEL RAIL/FUEL DAMPER - 4.0L ENGINE
(11) If equipped, remove wiring harnesses at injec-
1 - INJ. #1 tion rail studs by removing nuts.
2 - INJ. #2
3 - INJ. #3 (12) Clean dirt/debris from each fuel injector at
4 - INJ. #4 intake manifold.
5 - INJ. #5
6 - INJ. #6
(13) Remove fuel rail mounting nuts/bolts (Fig.
7 - FUEL INJECTOR RAIL 15).
8 - FUEL DAMPER (14) Remove fuel rail by gently rocking until all
9 - PRESSURE TEST PORT CAP
the fuel injectors are out of intake manifold.
11 - QUICK-CONNECT FITTING
OPERATION - 4. 0L (1) Clean each injector bore at intake manifold.
The fuel injector rail supplies the necessary fuel to (2) Apply a small amount of clean engine oil to
each individual fuel injector. each injector o-ring. This will aid in installation.
The fuel damper is used only to help control fuel (3) Position tips of all fuel injectors into the corre-
pressure pulsations. These pulsations are the result sponding injector bore in intake manifold. Seat injec-
of the firing of the fuel injectors. It is not used as a tors into manifold.
fuel pressure regulator. The fuel pressure regulator is (4) Install and tighten fuel rail mounting bolts to
not mounted to the fuel rail on any engine. It is 11 3 Nm (100 25 in. lbs.) torque.
located on the fuel tank mounted fuel pump module. (5) If equipped, connect wiring harnesses to injec-
Refer to Fuel Filter/Fuel Pressure Regulator for tion rail studs.
information. (6) Connect electrical connectors at all fuel injec-
The fuel rail is not repairable. tors. To install connector, refer to (Fig. 14). Push con-
FU EL RAI L - 4 .0 L EN GI N E (Cont inue d)
Fig. 15 FUEL RAIL MOUNTING - 4.0L

Fig. 14 REMOVE/INSTALL FUEL INJECTOR
CONNECTOR 1 - INJ. #1
2 - INJ. #2
nector onto injector (1) and then push and lock red 3 - INJ. #3
4 - INJ. #4
colored slider (2). Verify connector is locked to injec- 5 - INJ. #5
tor by lightly tugging on connector. 6 - INJ. #6
(7) Connect fuel line and fuel line latch clip to fuel 7 - FUEL INJECTOR RAIL
8 - FUEL DAMPER
rail. Refer Quick-Connect Fittings. 9 - PRESSURE TEST PORT CAP
(8) Install protective cap to pressure test port fit- 10 - MOUNTING BOLTS (4)
ting (if equipped). 11 - QUICK-CONNECT FITTING
(9) Install cable routing bracket to intake mani-
fold. OPERATION
(10) Connect throttle cable at throttle body. All models pass a full 360 degree rollover test
(11) Connect speed control cable at throttle body (if without fuel leakage. To accomplish this, fuel and
equipped). vapor flow controls are required for all fuel tank con-
(12) Connect automatic transmission cable at nections.
throttle body (if equipped). A fuel tank check valve(s) is mounted into the top
(13) Install air tube (or duct) at top of throttle of the fuel tank (or pump module). Refer to Fuel
body. Tank Check Valve for additional information.
(14) Install fuel tank cap. An evaporation control system is connected to the
(15) Connect negative battery cable to battery. check valve(s) to reduce emissions of fuel vapors into
(16) Start engine and check for fuel leaks. the atmosphere. When fuel evaporates from the fuel
tank, vapors pass through vent hoses or tubes to a
charcoal canister where they are temporarily held.
FU EL TAN K When the engine is running, the vapors are drawn
into the intake manifold. Certain models are also
DESCRIPTION equipped with a self-diagnosing system using either
The fuel tank is constructed of a plastic material. a Leak Detection Pump (LDP), or an NVLD pump.
Its main functions are for fuel storage and for place- Refer to Emission Control System for additional
ment of the fuel pump module. information.
Refer to ORVR for On-Board Refueling Vapor
Recovery system information.
FU EL TAN K (Cont inue d)
REMOVAL fuel tank. Carefully disconnect these 2 vapor lines

This vehicle is equipped with an ORVR (On-Board (Fig. 18) near top of flow management valve (Fig.
Refueling Vapor Recovery) system. Because of this, 18). Be very careful not to bend or kink the vapor
the fuel tank may be drained the conventional way
through the filler cap opening.
On this model, the fuel tank is mounted to the
vehicle skid plate. The skid plate is mounted to vehi-
cle body. The tank and skid plate are removed as 1
assembly.
(1) Remove fuel filler cap.
(2) Perform the Fuel System Pressure Release Pro-
cedure as described elsewhere in this group.
(4) Using an approved portable gasoline siphon/
storage tank, drain fuel from tank through filler cap
opening.
(5) Remove 8 screws retaining plastic fuel filler bezel
to body (Fig. 16). Remove plastic fuel filler bezel.
(6) To prevent contaminants from entering tank,
temporarily install fuel cap to fill hoses.
(7) Remove right/rear tire/wheel.
(8) Remove wheelhouse liner at right/rear wheel.
(9) Remove vertical support bracket (Fig. 17) to
gain access to 2 ORVR vapor lines.
(10) Two vapor lines connect the fuel tank to the
EVAP canister and Leak Detection Pump (LDP). This
Fig. 17 EVAP CANISTER / LDP LOCATION
connection is made near the right/rear corner of the
1 - RIGHT / REAR FENDER (WHEELHOUSE)
2 - BRACKET
3 - EVAP CANISTER
Fig. 16 FUEL FILL HOSE AT BODY Fig. 18 DISCONNECTING ORVR VAPOR LINES
1 - FILLER HOSE CLAMP 1 - EVAP CANISTER
2 - BEZEL 2 - LDP FILTER
3 - FUEL FILLER CAP 3 - LDP
4 - BEZEL SCREWS (8) 4 - FLOW MANAGEMENT VALVE
5 - FUEL FILLER HOSE 5 - FUEL TANK
6 - FUEL TANK 6 - VAPOR LINES (2)
lines. If lines leak, a Diagnostic Trouble Code (DTC) (19) If fuel pump module is to be removed, refer to
will be set. Fuel Pump Module Removal/Installation.
(11) Cut plastic tie wrap securing rear axle vent (20) Disconnect fuel filler hose at tank. Before dis-
hose to fuel fill hose. connecting, mark and note the hose rotational posi-
(12) Disconnect fuel tank electrical connector at tion in relation to tank fitting.
left/front of fuel tank (Fig. 19). (21) To separate tank from skid plate, remove two
(13) Disconnect 2 vapor lines (Fig. 19) at left/front protective caps at tank strap studs (Fig. 20) and
of fuel tank. remove tank strap nuts.
(14) Disconnect quick-connect fitting from fuel sup- (22) Remove both straps and remove tank from
ply line at front of fuel tank (Fig. 19). Refer to Quick- skid plate.
Connect Fittings in this group for procedures.
(15) The fuel tank and skid plate are removed as INSTALLATION
an assembly. Centrally position a transmission jack (1) If necessary, install fuel pump module to fuel
(or equivalent lifting device) under skid plate/fuel tank. Refer to Fuel Pump Module Removal / Instal-
tank assembly. Secure tank assembly to jack. lation.
(16) Remove three skid plate-to-body nuts at front (2) Place fuel tank into skid plate. Wrap straps
of tank (Fig. 21). Remove one of the nuts through around tank with strap studs inserted through holes
access hole on skid plate (Fig. 21). in skid plate. Tighten strap nuts to attain 30 mm (2
(17) Remove four skid plate-to-body nuts at rear of mm) between bottom of nut to end of strap stud (Fig.
tank (Fig. 20). Do not loosen tank strap nuts 20). Do not over tighten nuts.
(Fig. 20). (3) Install two protective caps to tank strap studs.
(18) Lower the tank assembly. (4) Connect fuel fill hose at tank. Tighten hose
clamp.

(12) Connect electrical connector at left/front of
fuel tank.
(13) Connect 2 vapor lines at left/front of fuel tank.
(14) Connect quick-connect fitting to fuel supply
line at left/front of fuel tank. Refer to Quick-Connect
Fittings in this group for procedures.
(15) Use a new plastic tie wrap to secure rear axle
vent hose to fuel fill hose.
(16) Position fuel fill bezel to body. Install 8 screws
and tighten.
(17) Fill fuel tank. Install filler cap.
(18) Connect negative battery cable to battery.
(19) Start vehicle and inspect for leaks.
I N LET FI LT ER
Fig. 20 FUEL TANK MOUNTING NUTS - REAR
REMOVAL
1 - REAR SKID PLATE NUTS (4)
2 - SKID PLATE The fuel pump inlet filter (strainer) is located on
3 - TANK STRAP STUD the bottom of fuel pump module (Fig. 22). The fuel
4 - TANK STRAP NUT pump module is located on top of fuel tank.
5 - TANK STRAP NUTS (2)
6 - PROTECTIVE CAPS (2)
Fig. 21 FUEL TANK MOUNTING NUTS - FRONT

Fig. 22 Fuel Pump Inlet Filter
1 - FRONT SKID PLATE NUTS (3)
2 - SKID PLATE 1 - FUEL PUMP MODULE
3 - ACCESS HOLE 2 - FUEL PUMP INLET FILTER
(5) Raise skid plate/fuel tank assembly into posi- (1) Remove fuel tank. Refer to Fuel Tank Removal/
tion on body while carefully guiding plastic vapor Installation.
lines and fill hose. (2) Remove fuel pump module. Refer to Fuel Pump
(6) Install 7 skid plate mounting nuts. Tighten to Module Removal/Installation.
16 Nm (141 in. lbs.) torque. (3) Remove filter by prying from bottom of module
(7) Remove tank jacking device. with 2 screwdrivers. Filter is snapped to module.
(8) Carefully connect the 2 vapor lines (Fig. 18) (4) Clean bottom of pump module.
near top of flow management valve (Fig. 18). Be very
careful not to bend or kink the vapor lines. If lines
leak, a Diagnostic Trouble Code (DTC) will be set.
(9) Install EVAP canister bracket (Fig. 17).
(10) Install wheelhouse liner at right/rear wheel.
(11) Install right/rear tire/wheel.
I N LET FI LT ER (Cont inue d)
INSTALLATION Different types of quick-connect fittings are used to

The fuel pump inlet filter (strainer) is located on attach various fuel system components, lines and
the bottom of fuel pump module (Fig. 23). The fuel tubes. These are: a single-tab type, a two-tab type or
pump module is located on top of fuel tank. a plastic retainer ring type. Safety latch clips are
used on certain components/lines. Certain fittings
may require use of a special tool for disconnection.
DISCONNECTING
WARNING: THE FUEL SYSTEM IS UNDER A CON-
STANT PRESSURE (EVEN WITH ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSE,
FITTING OR LINE, FUEL SYSTEM PRESSURE MUST
BE RELEASED. REFER TO FUEL SYSTEM PRES-
SURE RELEASE PROCEDURE.
CAUTION: The interior components (o-rings, spac-

ers) of some types of quick-connect fitting are not
serviced separately. If service parts are not avail-
able, do not attempt to repair a damaged fitting or
fuel line. If repair is necessary, replace complete
fuel line assembly.
Fig. 23 Fuel Pump Inlet Filter
1 - FUEL PUMP MODULE (1) Perform fuel pressure release procedure. Refer
2 - FUEL PUMP INLET FILTER to Fuel Pressure Release Procedure.
(1) Snap new filter to bottom of module. (3) Clean fitting of any foreign material before dis-
(2) Install fuel pump module. Refer to Fuel Pump assembly.
Module Removal/Installation. (4) 2Button Type Fitting: This type of fitting is
(3) Install fuel tank. Refer to Fuel Tank Removal/ equipped with a push-button located on each side of
Installation. quick-connect fitting (Fig. 24). Press on both buttons
simultaneously for removal. Special tools are not
required for disconnection.
QU I CK CON N ECT FI T T I N G
DESCRIPTION
Different types of quick-connect fittings are used to
attach various fuel system components, lines and tubes.
These are: a single-tab type, a two-tab type or a plastic
retainer ring type. Some are equipped with safety latch
clips. Some may require the use of a special tool for dis-
connection and removal. Refer to Quick-Connect Fit-
tings Removal/Installation for more information.
CAUTION: The interior components (o-rings, clips)

of quick-connect fittings are not serviced sepa-
rately, but new plastic spacers are available for
some types. If service parts are not available, do
not attempt to repair the damaged fitting or fuel line
(tube). If repair is necessary, replace the complete
fuel line (tube) assembly.
STANDARD PROCEDURE - QUICK-CONNECT Fig. 24 2-BUTTON TYPE FITTING

FITTINGS 1 - QUICK-CONNECT FITTING
2 - PUSH-BUTTONS (2)
Also refer to Fuel Tubes/Lines/Hoses and Clamps.
QU I CK CON N ECT FI T T I N G (Cont inue d)
(5) Pinch-Type Fitting: This fitting is equipped (a) Press release tab on side of fitting to release
with two finger tabs. Pinch both tabs together while pull tab (Fig. 27). If release tab is not pressed
removing fitting (Fig. 25). Special tools are not prior to releasing pull tab, pull tab will be
required for disconnection. damaged.
(b) While pressing release tab on side of fitting,
use screwdriver to pry up pull tab (Fig. 27).
(c) Raise pull tab until it separates from quick-
connect fitting (Fig. 28).
(7) Two-Tab Type Fitting: This type of fitting is
equipped with tabs located on both sides of fitting
(Fig. 29). The tabs are supplied for disconnecting
quick-connect fitting from component being serviced.
Fig. 25 PINCH TYPE QUICK-CONNECT FITTING

1 - QUICK-CONNECT FITTINGS
2 - PINCH TABS Fig. 27 DISCONNECTING SINGLE-TAB TYPE
FITTING
(6) Single-Tab Type Fitting: This type of fitting
1 - PULL TAB
is equipped with a single pull tab (Fig. 26). The tab 2 - SCREWDRIVER
is removable. After tab is removed, quick-connect fit- 3 - QUICK-CONNECT FITTING
ting can be separated from fuel system component.
Special tools are not required for disconnection.
Fig. 28 REMOVING PULL TAB

1 - FUEL TUBE OR FUEL SYSTEM COMPONENT
2 - PULL TAB
Fig. 26 SINGLE-TAB TYPE FITTING 3 - QUICK-CONNECT FITTING
4 - FUEL TUBE STOP
1 - PULL TAB
2 - QUICK-CONNECT FITTING
3 - PRESS HERE TO REMOVE PULL TAB
4 - INSERTED TUBE END
Fig. 29 TYPICAL 2TAB TYPE FITTING Fig. 31 LATCH CLIP-TYPE 1

1 - TAB(S) 1 - TETHER STRAP
2 - QUICK-CONNECT FITTING 2 - FUEL LINE
3 - SCREWDRIVER
4 - LATCH CLIP
5 - FUEL RAIL
Fig. 30 PLASTIC RETAINER RING TYPE FITTING

1 - FUEL TUBE Fig. 32 LATCH CLIP-TYPE 2
2 - QUICK CONNECT FITTING
3 - PUSH 1 - LATCH CLIP
4 - PLASTIC RETAINER
5 - PUSH (c) The plastic retainer will remain on compo-
6 - PUSH
7 - PUSH
nent being serviced after fitting is disconnected.
8 - PUSH The o-rings and spacer will remain in quick-con-
nect fitting connector body.
(a) To disconnect quick-connect fitting, squeeze (8) Plastic Retainer Ring Type Fitting: This
plastic retainer tabs (Fig. 29) against sides of type of fitting can be identified by the use of a full-
quick-connect fitting with your fingers. Tool use is round plastic retainer ring (Fig. 30) usually black in
not required for removal and may damage plastic color.
retainer. (a) To release fuel system component from quick-
(b) Pull fitting from fuel system component connect fitting, firmly push fitting towards compo-
being serviced.
(f) After disconnection, locking fingers will
remain within quick-connect fitting at end of fuel
line.
(10) Disconnect quick-connect fitting from fuel sys-
tem component being serviced.
CONNECTING
(1) Inspect quick-connect fitting body and fuel sys-
tem component for damage. Replace as necessary.
(2) Prior to connecting quick-connect fitting to
component being serviced, check condition of fitting
and component. Clean parts with a lint-free cloth.
Lubricate with clean engine oil.
(3) Insert quick-connect fitting into fuel tube or
fuel system component until built-on stop on fuel
tube or component rests against back of fitting.
Fig. 33 FUEL LINE DISCONNECTION USING (4) Continue pushing until a click is felt.
SPECIAL TOOL (5) Single-tab type fitting: Push new tab down
1 - SPECIAL FUEL LINE TOOL
until it locks into place in quick-connect fitting.
2 - FUEL LINE (6) Verify a locked condition by firmly pulling on
3 - FUEL RAIL fuel tube and fitting (15-30 lbs.).
(7) Latch Clip Equipped: Install latch clip (snaps
nent being serviced while firmly pushing plastic into position). If latch clip will not fit, this indi-
retainer ring into fitting (Fig. 30). With plastic ring cates fuel line is not properly installed to fuel
depressed, pull fitting from component. The plas- rail (or other fuel line). Recheck fuel line con-
tic retainer ring must be pressed squarely nection.
into fitting body. If this retainer is cocked (8) Connect negative cable to battery.
during removal, it may be difficult to discon- (9) Start engine and check for leaks.
nect fitting. Use an open-end wrench on
shoulder of plastic retainer ring to aid in dis-
connection. FLOW M AN AGEM EN T VALV E
(b) After disconnection, plastic retainer ring will
remain with quick-connect fitting connector body. DESCRIPTION
(c) Inspect fitting connector body, plastic retainer The flow management valve is a part of the
ring and fuel system component for damage. On-Board Refueling Vapor Recovery (ORVR) system.
Replace as necessary. This plastic valve is placed in-line between the fuel
(9) Latch Clips: Depending on vehicle model and tank and the EVAP canister. It is located near the
engine, 2 different types of safety latch clips are used right side of the fuel tank (Fig. 19).
(Fig. 31) or (Fig. 32). Type-1 is tethered to fuel line
and type-2 is not. A special tool will be necessary to OPERATION
disconnect fuel line after latch clip is removed. The The flow management valve (Fig. 19) is one of the
latch clip may be used on certain fuel line/fuel rail components used in the ORVR system. The valve
connection, or to join fuel lines together. meters the flow of fuel vapors to the EVAP canister
(a) Type 1: Pry up on latch clip with a screw- during vehicle run and refueling. Pressure from the
driver (Fig. 31). tank during refueling opens the main port valve and
(b) Type 2: Separate and unlatch 2 small arms allows vapors to enter the EVAP canister. During
on end of clip (Fig. 32) and swing away from fuel vehicle run, the vapors are metered through an ori-
line. fice to the EVAP canister. It is also used as a liquid
(c) Slide latch clip toward fuel rail while lifting separator to keep liquid fuel out of the EVAP canis-
with screwdriver. ter.
(d) Insert special fuel line removal tool (Snap-On
number FIH 9055-1 or equivalent) into fuel line REMOVAL
(Fig. 33). Use tool to release locking fingers in end
The fuel tank must be lowered for flow manage-
of line.
ment valve removal or replacement. Refer to Fuel
(e) With special tool still inserted, pull fuel line
Tank Removal / Installation. The valve is replaced as
from fuel rail.
an assembly along with a vapor line bundle.
TJ FUEL INJECTION 14 - 21
FU EL I N J ECT I ON
TABLE OF CONTENTS
page page
FUEL INJECTION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

TORQUE - FUEL INJECTION . . . . . . . . . . . . . 22 MAP SENSOR
ACCELERATOR PEDAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 31
CRANKSHAFT POSITION SENSOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 33
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23 O2 HEATER RELAY
FUEL INJECTOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 33
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 26 O2 SENSOR
OPERATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 33
OPERATION - PCM OUTPUT ... . . . . . . . . . 26 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
OPERATION - FUEL INJECTOR . . . . . . . . . . 27 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 27 THROTTLE BODY
FUEL PUMP RELAY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 36
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 28 THROTTLE CONTROL CABLE
IDLE AIR CONTROL MOTOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 THROTTLE POSITION SENSOR
INTAKE AIR TEMPERATURE SENSOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
FU EL I N J ECT I ON
DESCRIPTION
The Powertrain Control Module (PCM) operates
the fuel injection system. Refer to Powertrain Control
Module in Electronic Control Modules for informa-
tion.
14 - 22 FUEL INJECTION TJ
FU EL I N J ECT I ON (Cont inue d)
SPECI FI CAT I ON S
TORQUE - FUEL INJECTION

Accelerator Pedal Bracket Mounting Nuts 8.5 - 75
Engine Coolant Temperature Sensor - 2.4L/4.0L 11 - 96
IAC Motor-To-Throttle Body Bolts - 2.4L/4.0L 7 - 60
Intake Manifold Air Temp. Sensor - 4.0L 28 20 -
MAP Sensor Mounting Screws - 2.4L/4.0L 3 - 25
Oxygen Sensor - 2.4L/4.0L 30 22 -
PCM Mounting Screws 4 - 35
Throttle Body Mounting Bolts - 2.4L/4.0L 11 - 100
Throttle Position Sensor Mounting Screws - 2.4L/4.0L 7 - 60
Vehicle Speed Sensor Mounting Bolt 2.2 - 20
ACCELERAT OR PEDAL
REMOVAL
The accelerator pedal is connected to the throttle
body linkage by the throttle cable. The cable is pro-
tected by a plastic sheathing and is connected to the
throttle body linkage by a ball socket. It is connected
to the upper part of the accelerator pedal arm by a
plastic retainer (clip) (Fig. 1). This retainer (clip)
snaps into the top of the accelerator pedal arm.
Retainer tabs (built into the cable sheathing) (Fig. 1)
fasten the cable to the dash panel.
CAUTION: Be careful not to damage or kink the

cable core wire (within the cable sheathing) while
servicing the accelerator pedal or throttle cable.
(1) From inside vehicle, hold up accelerator pedal.

Remove plastic cable retainer (clip) and throttle cable
core wire from upper end of accelerator pedal arm Fig. 1 Accelerator Pedal Mounting
(Fig. 1). Plastic cable retainer (clip) snaps into pedal 1 - CABLE RETAINER
arm. 2 - SLOT
3 - MOUNTING STUDS (2)
(2) Remove accelerator pedal mounting bracket 4 - PEDAL/BRACKET ASSEMBLY
nuts. 5 - MOUNTING STUDS
(3) Remove accelerator pedal assembly. 6 - RETAINER TABS
7 - CABLE
8 - CABLE STOP
INSTALLATION
(1) Place accelerator pedal assembly over mount- (3) Before starting engine, operate accelerator
ing studs protruding from floor pan. Tighten mount- pedal to check for any binding.
ing nuts to 8.5 Nm (75 in. lbs.) torque.
(2) Slide throttle cable into opening (slot) in top of
pedal arm. An index tab is located on pedal arm.
Rotate and push plastic cable retainer (clip) into
accelerator pedal arm opening until it snaps into
place on index tab.
CRAN K SH AFT POSI T I ON

SEN SOR
DESCRIPTION
2. 4L
The Crankshaft Position (CKP) sensor is mounted
into the right front side of the cylinder block. It is
positioned and bolted into a machined hole.
4. 0L
The Crankshaft Position (CKP) sensor is located
near the outer edge of the flywheel (starter ringear).
OPERATION
2. 4L
Engine speed and crankshaft position are provided
through the CKP (Crankshaft Position) sensor. The Fig. 2 CKP OPERATION - 2.4L
sensor generates pulses that are the input sent to the 1 - NOTCHES
Powertrain Control Module (PCM). The PCM inter- 2 - CRANKSHAFT
prets the sensor input to determine the crankshaft
position. The PCM then uses this position, along with The trailing edge of the fourth notch, which causes
other inputs, to determine injector sequence and igni- the pulse, is four degrees before top dead center
tion timing. (TDC) of the corresponding piston.
The sensor is a hall effect device combined with an The engine will not operate if the PCM does not
internal magnet. It is also sensitive to steel within a receive a CKP sensor input.
certain distance from it.
A tonewheel (targetwheel) is a part of the engine
crankshaft (Fig. 2). This tonewheel has sets of
notches at its outer edge.
The notches cause a pulse to be generated when
they pass under the sensor. The pulses are the input
to the PCM.
4. 0L
Engine speed and crankshaft position are provided
through the CKP sensor. The sensor generates pulses
that are the input sent to the Powertrain Control
Module (PCM). The PCM interprets the sensor input
to determine the crankshaft position. The PCM then
uses this position, along with other inputs, to deter-
mine injector sequence and ignition timing.
The sensor is a hall effect device combined with an
internal magnet. It is also sensitive to steel within a
certain distance from it.
The flywheel/drive plate has groups of four notches
at its outer edge. On 4.0L 6-cylinder engines there
are three sets of notches (Fig. 3).
The notches cause a pulse to be generated when Fig. 3 CKP OPERATION - 4.0L
they pass under the sensor. The pulses are the input 1 - CRANKSHAFT POSITION SENSOR
to the PCM. For each engine revolution there are 3 2 - FLYWHEEL
3 - FLYWHEEL NOTCHES
groups of four pulses generated on 4.0L 6-cylinder
engines.
CRAN K SH AFT POSI T I ON SEN SOR (Cont inue d)
REMOVAL
2. 4L
The Crankshaft Position (CKP) sensor is mounted
into the right front side of the cylinder block (Fig. 4).
It is positioned and bolted into a machined hole.
(1) Disconnect sensor electrical connector.
(2) Remove sensor bolt.
(3) Carefully twist sensor from cylinder block.
(4) Check condition of sensor o-ring (Fig. 5).
Fig. 5 CKP AND O-RING - 2.4L

1 - CKP SENSOR
2 - O-RING
Fig. 4 CKP SENSOR LOCATION - 2.4L

1 - RIGHT FRONT ENGINE MOUNT
2 - CKP SENSOR
3 - MOUNTING BOLT
4. 0L
The crankshaft position (CKP) sensor is mounted
to the transmission bellhousing near the rear of the
engine block.
The sensor may be mounted to the transmission
with one of the following four different configura-
tions:
with one bolt to the right side of the transmis-
sion if equipped with a 42RLE automatic transmis-
sion (Fig. 6).
Fig. 6 CKP (WITH 42RLE AUTO. TRANS.)

1 - CKP SENSOR
2 - MOUNTING BOLT
3 - ELEC. CONNECTOR
4 - TRANS. BELLHOUSING
with one bolt to the left side of the transmission
(Fig. 7). If sensor is equipped with one mounting bolt,
it is adjustable..
with two nuts to the left side of the transmission
(Fig. 8).
with two bolts to the left side of the transmis-
sion (Fig. 9).
(1) Disconnect sensor pigtail harness (electrical
connector) from main electrical harness.
(2) Depending upon application, remove either sen-
sor mounting bolt(s) or nuts.
(3) Remove sensor from engine.
Fig. 8 CKP - TWO-NUT MOUNTING

1 - TRANSMISSION BELLHOUSING
2 - MOUNTING NUTS (2)
3 - CRANKSHAFT POSITION SENSOR
5 - RUBBER GROMMET
6 - SENSOR PIGTAIL
Fig. 7 CKP - ONE-BOLT MOUNTING (EXCEPT 42RLE

AUTO. TRANS.)
1 - SENSOR PIGTAIL
3 - MOUNTING BOLT
4 - TRANSMISSION HOUSING
5 - PAPER SPACER
6 - SLOTTED HOLE
INSTALLATION
2. 4L
(1) Clean out machined hole in engine block.
(2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into engine block with a slight
rocking action. Do not twist sensor into position as
damage to o-ring may result.
CAUTION: Before tightening sensor mounting bolt,

be sure sensor is completely flush to cylinder Fig. 9 CKP - TWO-BOLT MOUNTING
block. If sensor is not flush, damage to sensor
mounting tang may result. 2 - MOUNTING BOLTS (2)
(4) Install mounting bolt and tighten to 28 Nm 4 - RUBBER GROMMET
5 - SENSOR PIGTAIL
(5) Connect electrical connector to sensor.
4. 0L FU EL I N J ECT OR
Sensor With 1Bolt Mounting (Equipped With
42 RLE Automatic Transmission): DESCRIPTION
(1) Install sensor flush against opening in trans- An individual fuel injector (Fig. 10) is used for each
mission housing. individual cylinder.
(2) Install and tighten sensor mounting bolt to 12
Nm (9 ft. lbs.) torque.
(3) Connect electrical connector to sensor.
Sensor With 2Bolt Mounting:
(4) Install sensor flush against opening in trans-
mission housing.
(5) Install and tighten two sensor mounting bolts
to 12 Nm (9 ft. lbs.) torque. The two sensor mount-
ing bolts are specially machined to correctly space
unit to flywheel. Do not attempt to install any other
bolts.
(6) Connect sensor pigtail harness electrical con-
nector to main wiring harness.
Sensor With 2Nut Mounting:
(7) Install and tighten two sensor mounting nuts
to 12 Nm (9 ft. lbs.) torque. Fig. 10 FUEL INJECTOR - TYPICAL
(8) Connect sensor pigtail harness electrical con- 1 - FUEL INJECTOR
nector to main wiring harness. 2 - NOZZLE
Sensor With One-Bolt Mounting (Not 3 - TOP (FUEL ENTRY)
Equipped With 42 RLE Automatic Transmis-
sion): OPERAT I ON
New replacement sensors will be equipped with a
paper spacer glued to bottom of sensor. If installing OPERATION - PCM OUTPUT
(returning) a used sensor to vehicle, a new paper The nozzle ends of the injectors are positioned into
spacer must be installed to bottom of sensor. This openings in the intake manifold just above the intake
spacer will be ground off the first time engine is valve ports of the cylinder head. The engine wiring
started. If spacer is not used, sensor will be broken harness connector for each fuel injector is equipped
the first time engine is started. with an attached numerical tag (INJ 1, INJ 2 etc.).
(9) New Sensors: Be sure paper spacer is installed This is used to identify each fuel injector with its
to bottom of sensor. If not, obtain spacer respective cylinder number.
PN05252229. The injectors are energized individually in a
(10) Used Sensors: Clean bottom of sensor and sequential order by the Powertrain Control Module
install spacer PN05252229. (PCM). The PCM will adjust injector pulse width by
(11) Install sensor into transmission bellhousing switching the ground path to each individual injector
hole. on and off. Injector pulse width is the period of time
(12) Push sensor against flywheel/drive plate. With that the injector is energized. The PCM will adjust
sensor pushed against flywheel/drive plate, tighten injector pulse width based on various inputs it
mounting bolt to 7 Nm (60 in. lbs.) torque. receives.
(13) Connect sensor pigtail harness electrical con- Battery voltage (12 volts +) is supplied to the injec-
nector to main wiring harness. tors through the ASD relay. The ASD relay will shut-
down the 12 volt power source to the fuel injectors if
the PCM senses the ignition is on, but the engine is
not running. This occurs after the engine has not
been running for approximately 1.8 seconds.
The PCM determines injector on-time (pulse width)
based on various inputs.
FU EL I N J ECT OR (Cont inue d)
OPERATION - FUEL INJECTOR

The top (fuel entry) end of the injector (Fig. 10) is
attached into an opening on the fuel rail.
The fuel injectors are electrical solenoids. The
injector contains a pintle that closes off an orifice at
the nozzle end. When electric current is supplied to
the injector, the armature and needle move a short
distance against a spring, allowing fuel to flow out
the orifice. Because the fuel is under high pressure, a
fine spray is developed in the shape of a pencil
stream. The spraying action atomizes the fuel, add-
ing it to the air entering the combustion chamber.
The nozzle (outlet) ends of the injectors are posi-
tioned into openings in the intake manifold just
above the intake valve ports of the cylinder head.
The engine wiring harness connector for each fuel Fig. 11 FUEL INJECTOR MOUNTING
injector is equipped with an attached numerical tag
1 - INLET FITTING
(INJ 1, INJ 2 etc.). This is used to identify each fuel 2 - FUEL INJECTOR RAIL
injector. 3 - CLIP
The injectors are energized individually in a 4 - FUEL INJECTOR
sequential order by the powertrain control module
(PCM). The PCM will adjust injector pulse width by FU EL PU M P RELAY
switching the ground path to each individual injector
on and off. Injector pulse width is the period of time DESCRIPTION
that the injector is energized. The PCM will adjust The 5pin, 12volt, fuel pump relay is located in
injector pulse width based on various inputs it the Power Distribution Center (PDC). Refer to the
receives. label on the PDC cover for relay location.
Battery voltage is supplied to the injectors through
the ASD relay. OPERATION
The PCM determines injector pulse width based on The Powertrain Control Module (PCM) energizes
various inputs. the electric fuel pump through the fuel pump relay.
The fuel pump relay is energized by first applying
REMOVAL battery voltage to it when the ignition key is turned
(1) Remove fuel rail. Refer to Fuel Injector Rail ON, and then applying a ground signal to the relay
Removal in this section. from the PCM.
(2) Disconnect clip(s) that retain fuel injector(s) to Whenever the ignition key is turned ON, the elec-
fuel rail (Fig. 11). tric fuel pump will operate. But, the PCM will shut-
down the ground circuit to the fuel pump relay in
INSTALLATION approximately 13 seconds unless the engine is oper-
(1) Install fuel injector(s) into fuel rail assembly ating or the starter motor is engaged.
and install retaining clip(s).
(2) If same injector(s) is being reinstalled, install
new o-ring(s).
(3) Apply a small amount of clean engine oil to
each injector o-ring. This will aid in installation.
(4) Install fuel rail. Refer to Fuel Rail Installation.
(5) Start engine and check for fuel leaks.
FU EL PU M P RELAY (Cont inue d)
REMOVAL OPERATION
The fuel pump relay is located in the Power Distri- At idle, engine speed can be increased by retract-
bution Center (PDC) (Fig. 12). Refer to label on PDC ing the IAC motor pintle and allowing more air to
cover for relay location. pass through the port, or it can be decreased by
restricting the passage with the pintle and diminish-
ing the amount of air bypassing the throttle plate.
The IAC is called a stepper motor because it is
moved (rotated) in steps, or increments. Opening the
IAC opens an air passage around the throttle blade
which increases RPM.
The PCM uses the IAC motor to control idle speed
(along with timing) and to reach a desired MAP dur-
ing decel (keep engine from stalling).
The IAC motor has 4 wires with 4 circuits. Two of
the wires are for 12 volts and ground to supply elec-
trical current to the motor windings to operate the
stepper motor in one direction. The other 2 wires are
also for 12 volts and ground to supply electrical cur-
rent to operate the stepper motor in the opposite
direction.
Fig. 12 Power Distribution Center (PDC) To make the IAC go in the opposite direction, the
PCM just reverses polarity on both windings. If only
1 - BATTERY
2 - POWER DISTRIBUTION CENTER (PDC) 1 wire is open, the IAC can only be moved 1 step
(increment) in either direction. To keep the IAC
(1) Remove PDC cover. motor in position when no movement is needed, the
(2) Remove relay from PDC. PCM will energize both windings at the same time.
(3) Check condition of relay terminals and PDC This locks the IAC motor in place.
connector terminals for damage or corrosion. Repair In the IAC motor system, the PCM will count
if necessary before installing relay. every step that the motor is moved. This allows the
(4) Check for pin height (pin height should be the PCM to determine the motor pintle position. If the
same for all terminals within the PDC connector). memory is cleared, the PCM no longer knows the
Repair if necessary before installing relay. position of the pintle. So at the first key ON, the
PCM drives the IAC motor closed, regardless of
INSTALLATION where it was before. This zeros the counter. From
The fuel pump relay is located in the Power Distri- this point the PCM will back out the IAC motor and
bution Center (PDC) (Fig. 12). Refer to label on PDC keep track of its position again.
cover for relay location. When engine rpm is above idle speed, the IAC is
(1) Install relay to PDC. used for the following:
(2) Install cover to PDC. Off-idle dashpot (throttle blade will close quickly
but idle speed will not stop quickly)
Deceleration air flow control
I DLE AI R CON T ROL M OT OR A/C compressor load control (also opens the pas-
sage slightly before the compressor is engaged so
DESCRIPTION that the engine rpm does not dip down when the
The IAC stepper motor is mounted to the throttle compressor engages)
body, and regulates the amount of air bypassing the Power steering load control
control of the throttle plate. As engine loads and The PCM can control polarity of the circuit to con-
ambient temperatures change, engine rpm changes. trol direction of the stepper motor.
A pintle on the IAC stepper motor protrudes into a IAC Stepper Motor Program: The PCM is also
passage in the throttle body, controlling air flow equipped with a memory program that records the
through the passage. The IAC is controlled by the number of steps the IAC stepper motor most recently
Powertrain Control Module (PCM) to maintain the advanced to during a certain set of parameters. For
target engine idle speed. example: The PCM was attempting to maintain a
1000 rpm target during a cold start-up cycle. The last
recorded number of steps for that may have been
125. That value would be recorded in the memory
I DLE AI R CON T ROL M OT OR (Cont inue d)
cell so that the next time the PCM recognizes the
identical conditions, the PCM recalls that 125 steps
were required to maintain the target. This program
allows for greater customer satisfaction due to
greater control of engine idle.
Another function of the memory program, which
occurs when the power steering switch (if equipped),
or the A/C request circuit, requires that the IAC step-
per motor control engine rpm, is the recording of the
last targeted steps into the memory cell. The PCM
can anticipate A/C compressor loads. This is accom-
plished by delaying compressor operation for approx-
imately 0.5 seconds until the PCM moves the IAC
stepper motor to the recorded steps that were loaded
into the memory cell. Using this program helps elim-
inate idle-quality changes as loads change. Finally,
the PCM incorporates a 9No-Load9 engine speed lim-
iter of approximately 1800 - 2000 rpm, when it rec-
ognizes that the TPS is indicating an idle signal and
IAC motor cannot maintain engine idle. Fig. 13 TPS/IAC MOTOR - 2.4L
A (factory adjusted) set screw is used to mechani- 1 - THROTTLE POSITION SENSOR (TPS)
cally limit the position of the throttle body throttle 2 - MOUNTING SCREWS
plate. Never attempt to adjust the engine idle 3 - IDLE AIR CONTROL MOTOR (IAC)
4 - MOUNTING SCREWS
speed using this screw. All idle speed functions are
controlled by the IAC motor through the PCM.
REMOVAL
2. 4L
The Idle Air Control (IAC) motor is located on the
rear side of the throttle body (Fig. 13).
(1) Disconnect electrical connector from IAC motor.
(2) Remove two mounting bolts (screws).
(3) Remove IAC motor from throttle body.
4. 0L
The IAC motor is located on the side of the throttle
body.
(1) Remove air cleaner tube at throttle body.
(2) Disconnect electrical connector from IAC motor.
(3) Remove two mounting bolts (screws) (Fig. 14). Fig. 14 MOUNTING BOLTS
(4) Remove IAC motor from throttle body. 1 - IDLE AIR CONTROL MOTOR
2 - MOUNTING SCREWS
INSTALLATION
(1) Install IAC motor to throttle body. I N TAK E AI R T EM PERAT U RE
(2) Install and tighten two mounting bolts (screws)
to 7 Nm (60 in. lbs.) torque.
SEN SOR
(3) Install electrical connector.
(4) Install air cleaner tube to throttle body.
DESCRIPTION
The 2wire Intake Manifold Air Temperature (IAT)
sensor is installed in the intake manifold with the
sensor element extending into the air stream.
The IAT sensor is a two-wire Negative Thermal
Coefficient (NTC) sensor. Meaning, as intake mani-
fold temperature increases, resistance (voltage) in the
sensor decreases. As temperature decreases, resis-
tance (voltage) in the sensor increases.
I N TAK E AI R T EM PERAT U RE SEN SOR (Cont inue d)
OPERATION
The IAT sensor provides an input voltage to the
Powertrain Control Module (PCM) indicating the
density of the air entering the intake manifold based
upon intake manifold temperature. At key-on, a
5volt power circuit is supplied to the sensor from
the PCM. The sensor is grounded at the PCM
through a low-noise, sensor-return circuit.
The PCM uses this input to calculate the following:
Injector pulse-width
Adjustment of spark timing (to help prevent
spark knock with high intake manifold air-charge
temperatures)
The resistance values of the IAT sensor is the same
as for the Engine Coolant Temperature (ECT) sensor.
REMOVAL
2. 4L Fig. 16 IAT SENSOR TAB / O-RING - 2.4L
The intake manifold air temperature (IAT) sensor 1 - IAT SENSOR
is installed into the intake manifold plenum at the 2 - SENSOR O-RING
rear end of the intake manifold (Fig. 15). 3 - RELEASE TAB
(1) Disconnect electrical connector from IAT sensor.
(2) Clean dirt from intake manifold at sensor base.
(3) Gently lift on small plastic release tab (Fig. 15)
or (Fig. 16) and rotate sensor about 1/4 turn counter-
clockwise for removal.
(4) Check condition of sensor o-ring (Fig. 16).
Fig. 17 IAT SENSOR - 4.0L

2 - THROTTLE BODY
Fig. 15 IAT SENSOR - 2.4L 3 - IAC MOTOR
4 - ELEC. CONN.
1 - RELEASE TAB 5 - TPS
2 - IAT SENSOR 6 - MAP SENSOR
3 - PRESS HERE FOR REMOVAL 7 - ELEC. CONN.
4 - ELECTRICAL CONNECTOR 8 - IAT SENSOR
5 - REAR END OF INTAKE MANIFOLD 9 - ELEC. CONN.
4. 0L (1) Disconnect electrical connector from IAT sensor.

The intake manifold air temperature (IAT) sensor (2) Remove sensor from intake manifold.
is installed into intake manifold plenum near throttle
body (Fig. 17).
I N TAK E AI R T EM PERAT U RE SEN SOR (Cont inue d)
INSTALLATION function of the MAP sensor is to determine baromet-

ric pressure. The PCM needs to know if the vehicle is
2. 4L at sea level or at a higher altitude, because the air
(1) Check condition of sensor o-ring. density changes with altitude. It will also help to cor-
(2) Clean sensor mounting hole in intake manifold. rect for varying barometric pressure. Barometric
(3) Position sensor into intake manifold and rotate pressure and altitude have a direct inverse correla-
clockwise until past release tab. tion; as altitude goes up, barometric goes down. At
(4) Install electrical connector. key-on, the PCM powers up and looks at MAP volt-
age, and based upon the voltage it sees, it knows the
4. 0L current barometric pressure (relative to altitude).
(1) Install IAT sensor into intake manifold. Once the engine starts, the PCM looks at the voltage
Tighten sensor to 28 Nm (20 ft. lbs.) torque. again, continuously every 12 milliseconds, and com-
(2) Connect electrical connector to sensor. pares the current voltage to what it was at key-on.
The difference between current voltage and what it
was at key-on, is manifold vacuum.
M AP SEN SOR During key-on (engine not running) the sensor
reads (updates) barometric pressure. A normal range
DESCRIPTION can be obtained by monitoring a known good sensor.
As the altitude increases, the air becomes thinner
2. 4L (less oxygen). If a vehicle is started and driven to a
The Manifold Absolute Pressure (MAP) sensor is very different altitude than where it was at key-on,
mounted into the rear of the intake manifold with 1 the barometric pressure needs to be updated. Any
screw. time the PCM sees Wide Open Throttle (WOT), based
upon Throttle Position Sensor (TPS) angle and RPM,
4. 0L Early it will update barometric pressure in the MAP mem-
The Manifold Absolute Pressure (MAP) sensor is ory cell. With periodic updates, the PCM can make
attached to the side of the engine throttle body with its calculations more effectively.
2 screws. The sensor is connected to the throttle body The PCM uses the MAP sensor input to aid in cal-
with a rubber L-shaped fitting. culating the following:
Manifold pressure
4. 0L Late Barometric pressure
The Manifold Absolute Pressure (MAP) sensor is Engine load
attached to the side of the engine throttle body with Injector pulse-width
1 screw. The sensor is connected to the throttle body Spark-advance programs
with a rubber L-shaped fitting. Shift-point strategies (certain automatic trans-
missions only)
OPERATION Idle speed
The MAP sensor is used as an input to the Power- Decel fuel shutoff
train Control Module (PCM). It contains a silicon The MAP sensor signal is provided from a single
based sensing unit to provide data on the manifold piezoresistive element located in the center of a dia-
vacuum that draws the air/fuel mixture into the com- phragm. The element and diaphragm are both made
bustion chamber. The PCM requires this information of silicone. As manifold pressure changes, the dia-
to determine injector pulse width and spark advance. phragm moves causing the element to deflect, which
When manifold absolute pressure (MAP) equals stresses the silicone. When silicone is exposed to
Barometric pressure, the pulse width will be at max- stress, its resistance changes. As manifold vacuum
imum. increases, the MAP sensor input voltage decreases
A 5 volt reference is supplied from the PCM and proportionally. The sensor also contains electronics
returns a voltage signal to the PCM that reflects that condition the signal and provide temperature
manifold pressure. The zero pressure reading is 0.5V compensation.
and full scale is 4.5V. For a pressure swing of 015 The PCM recognizes a decrease in manifold pres-
psi, the voltage changes 4.0V. To operate the sensor, sure by monitoring a decrease in voltage from the
it is supplied a regulated 4.8 to 5.1 volts. Ground is reading stored in the barometric pressure memory
provided through the low-noise, sensor return circuit cell. The MAP sensor is a linear sensor; meaning as
at the PCM. pressure changes, voltage changes proportionately.
The MAP sensor input is the number one contrib- The range of voltage output from the sensor is usu-
utor to fuel injector pulse width. The most important ally between 4.6 volts at sea level to as low as 0.3
M AP SEN SOR (Cont inue d)
volts at 26 in. of Hg. Barometric pressure is the pres-
sure exerted by the atmosphere upon an object. At
sea level on a standard day, no storm, barometric
pressure is approximately 29.92 in Hg. For every 100
feet of altitude, barometric pressure drops 0.10 in.
Hg. If a storm goes through, it can change baromet-
ric pressure from what should be present for that
altitude. You should know what the average pressure
and corresponding barometric pressure is for your
area.
REMOVAL
2. 4L
The Manifold Absolute Pressure (MAP) sensor is
mounted into the rear of the intake manifold (Fig.
18). An o-ring is used to seal the sensor to the intake
manifold (Fig. 19).
(1) Disconnect electrical connector at sensor.
(2) Clean area around MAP sensor.
(3) Remove sensor mounting screw (TORX head).
(4) Remove MAP sensor from intake manifold.
(5) Check condition of sensor o-ring (Fig. 19). Fig. 19 MAP SENSOR O-RING - 2.4L
1 - MAP SENSOR
2 - O-RING
(3) While removing MAP sensor, slide the rubber

L-shaped fitting (Fig. 20) from throttle body.
(4) Remove rubber L-shaped fitting from MAP sen-
sor.
Fig. 18 MAP SENSOR LOCATION - 2.4L

1 - REAR OF INTAKE MANIFOLD
2 - MAP SENSOR
3 - ALIGNMENT PIN
4 - MOUNTING BOLT (TORX)
6 - MAIN ENGINE HARNESS CONNECTORS Fig. 20 4.0L MAP SENSOR MOUNTING - EARLY
1 - THROTTLE BODY
4. 0L Early 2 - MAP SENSOR
An L-shaped rubber fitting is used to connect the 3 - RUBBER FITTING
4 - MOUNTING SCREWS (2)
MAP sensor to throttle body (Fig. 20).
(1) Remove air cleaner intake tube at throttle
4. 0L Late
body.
An L-shaped rubber fitting is used to connect the
(2) Remove two MAP sensor mounting bolts
MAP sensor to throttle body (Fig. 21).
(screws) (Fig. 20).
M AP SEN SOR (Cont inue d)
(1) Remove air cleaner intake tube at throttle O2 H EAT ER RELAY
body.
(2) Remove MAP sensor mounting bolt (screw)
DESCRIPTION
(Fig. 21).
The oxygen (O2) sensor heater relay is located in
(3) While removing MAP sensor, slide the rubber
the Powertrain Distribution Center (PDC).
L-shaped fitting (Fig. 21) from throttle body.
(4) Remove rubber L-shaped fitting from MAP sen-
sor.
OPERATION
Refer to Oxygen Sensor for oxygen sensor relay
information.
REMOVAL
The oxygen sensor heater relay is located in the
Power Distribution Center (PDC). Refer to label on
PDC cover for relay location.
(1) Remove PDC cover.
(2) Remove relay from PDC.
(3) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(4) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
INSTALLATION
The oxygen sensor heater relay is located in the
Power Distribution Center (PDC). Refer to label on
PDC cover for relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.
Fig. 21 4.0L MAP SENSOR MOUNTING - LATE
1 - MAP SENSOR O2 SEN SOR
2 - RUBBER FITTING
3 - THROTTLE BODY
4 - MOUNTING SCREW (1) DESCRIPTION
The Oxygen Sensors (O2S) are attached to, and
INSTALLATION protrude into the vehicle exhaust system. Depending
on the engine or emission package, the vehicle may
2. 4L use a total of either 2 or 4 sensors.
(1) Clean MAP sensor mounting hole at intake
manifold. OPERATION
(2) Check MAP sensor o-ring seal for cuts or tears. An O2 sensor is a galvanic battery that provides
(3) Position sensor into manifold. the PCM with a voltage signal (0-1 volt) inversely
(4) Install MAP sensor mounting screws. Tighten proportional to the amount of oxygen in the exhaust.
screw to 3 Nm (25 in. lbs.) torque. In other words, if the oxygen content is low, the volt-
(5) Connect electrical connector. age output is high; if the oxygen content is high the
output voltage is low. The PCM uses this information
4. 0L to adjust injector pulse-width to achieve the
(1) Install rubber L-shaped fitting to MAP sensor. 14.7to1 air/fuel ratio necessary for proper engine
(2) Position sensor to throttle body while guiding operation and to control emissions.
rubber fitting over throttle body vacuum nipple. The O2 sensor must have a source of oxygen from
(3) Install MAP sensor mounting bolt(s) (screws). outside of the exhaust stream for comparison. Cur-
Tighten screw(s) to 3 Nm (25 in. lbs.) torque. rent O2 sensors receive their fresh oxygen (outside
(4) Install air cleaner intake tube. air) supply through the O2 sensor case housing.
(5) Connect electrical connector. Four wires (circuits) are used on each O2 sensor: a
12volt feed circuit for the sensor heating element; a
ground circuit for the heater element; a low-noise
O2 SEN SOR (Cont inue d)
sensor return circuit to the PCM, and an input cir- sor, the PCM calculates how much air-fuel ratio
cuit from the sensor back to the PCM to detect sen- change is required. The PCM then looks at the
sor operation. upstream oxygen sensor voltage and changes fuel
Oxygen Sensor Heater Relay: If the vehicle is delivery until the upstream sensor voltage changes
equipped with 4 oxygen sensors, a separate oxygen enough to correct the downstream sensor voltage
sensor relay is used to supply voltage to the sensor (oxygen content).
heating elements. This particular relay is used only The downstream oxygen sensor also provides an
for the 1/2 and 2/2 downstream sensors. Voltage for input to determine catalytic convertor efficiency.
the other 2 sensor heating elements is supplied Upstream Sensors - Engine Equipped With 4
directly from the ASD relay. Refer to 8, Wiring Dia- Sensors: Two upstream sensors are used (1/1 and
grams to determine which relay is used. 2/1). The 1/1 sensor is the first sensor to receive
To avoid the large simultaneous current surge exhaust gases from the #1 cylinder. They provide an
needed to operate all 4 sensors, power is delayed to input voltage to the PCM. The input tells the PCM
the 2 downstream heater elements by the PCM for the oxygen content of the exhaust gas. The PCM uses
approximately 2 seconds. this information to fine tune fuel delivery to main-
Oxygen Sensor Heater Elements: tain the correct oxygen content at the downstream
The O2 sensor uses a Positive Thermal Co-efficient oxygen sensors. The PCM will change the air/fuel
(PTC) heater element. As temperature increases, ratio until the upstream sensors input a voltage that
resistance increases. At ambient temperatures the PCM has determined will make the downstream
around 70F, the resistance of the heating element is sensors output (oxygen content) correct.
approximately 4.5 ohms. As the sensors temperature The upstream oxygen sensors also provide an input
increases, resistance in the heater element increases. to determine mini-catalyst efficiency. Main catalytic
This allows the heater to maintain the optimum convertor efficiency is not calculated with this pack-
operating temperature of approximately 930-1100F age.
(500-600 C). Although the sensors operate the Downstream Sensors - Engine Equipped With
same, there are physical differences, due to the envi- 4 Sensors: Two downstream sensors are used (1/2
ronment that they operate in, that keep them from and 2/2). The downstream sensors are used to deter-
being interchangeable. mine the correct air-fuel ratio. As the oxygen content
Maintaining correct sensor temperature at all changes at the downstream sensor, the PCM calcu-
times allows the system to enter into closed loop lates how much air-fuel ratio change is required. The
operation sooner. Also, it allows the system to remain PCM then looks at the upstream oxygen sensor volt-
in closed loop operation during periods of extended age, and changes fuel delivery until the upstream
idle. sensor voltage changes enough to correct the down-
In Closed Loop operation, the PCM monitors cer- stream sensor voltage (oxygen content).
tain O2 sensor input(s) along with other inputs, and The downstream oxygen sensors also provide an
adjusts the injector pulse width accordingly. During input to determine mini-catalyst efficiency. Main cat-
Open Loop operation, the PCM ignores the O2 sensor alytic convertor efficiency is not calculated with this
input. The PCM adjusts injector pulse width based package.
on preprogrammed (fixed) values and inputs from Engines equipped with either a downstream sen-
other sensors. sor(s), or a post-catalytic sensor, will monitor cata-
Upstream Sensor - Engine Equipped With 2 lytic convertor efficiency. If efficiency is below
Sensors: The upstream sensor (1/1) provides an emission standards, the Malfunction Indicator Lamp
input voltage to the PCM. The input tells the PCM (MIL) will be illuminated and a Diagnostic Trouble
the oxygen content of the exhaust gas. The PCM uses Code (DTC) will be set. Refer to Monitored Systems
this information to fine tune fuel delivery to main- in Emission Control Systems for additional informa-
tain the correct oxygen content at the downstream tion.
oxygen sensor. The PCM will change the air/fuel
ratio until the upstream sensor inputs a voltage that REMOVAL
the PCM has determined will make the downstream
sensor output (oxygen content) correct. 2. 4L
The upstream oxygen sensor also provides an input
to determine catalytic convertor efficiency. CAUTION: Never apply any type of grease to the
Downstream Sensor - Engine Equipped With oxygen sensor electrical connector, or attempt any
2 Sensors: The downstream oxygen sensor (1/2) is soldering of the sensor wiring harness.
also used to determine the correct air-fuel ratio. As
the oxygen content changes at the downstream sen- Refer to (Fig. 22) for O2S (oxygen sensor) location.
WARNING: THE EXHAUST MANIFOLD, EXHAUST 4. 0L
PIPES AND CATALYTIC CONVERTER BECOME
VERY HOT DURING ENGINE OPERATION. ALLOW CAUTION: Never apply any type of grease to the
ENGINE TO COOL BEFORE REMOVING OXYGEN oxygen sensor electrical connector, or attempt any
SENSOR. soldering of the sensor wiring harness.
(1) Raise and support vehicle. Refer to (Fig. 23), (Fig. 24) for O2S (oxygen sensor)
(2) Disconnect wire connector from O2S sensor. location.
CAUTION: When disconnecting sensor electrical WARNING: THE EXHAUST MANIFOLD, EXHAUST
connector, do not pull directly on wire going into PIPES AND CATALYTIC CONVERTER BECOME
sensor. VERY HOT DURING ENGINE OPERATION. ALLOW
ENGINE TO COOL BEFORE REMOVING OXYGEN
(3) Remove O2S sensor with an oxygen sensor SENSOR.
removal and installation tool.
(4) Clean threads in exhaust pipe using appropri- (1) Raise and support vehicle.
ate size tap. (2) Disconnect wire connector from O2S sensor.
CAUTION: When disconnecting sensor electrical

connector, do not pull directly on wire going into
sensor.
(3) Remove O2S sensor with an oxygen sensor

removal and installation tool.
(4) Clean threads in exhaust pipe using appropri-
ate size tap.
Fig. 22 OXYGEN SENSORS - 2.4L

1 - ELECTRICAL CONNECTORS
2 - UPSTREAM SENSOR (1/1)
4 - DOWNSTREAM SENSOR (1/2)
Fig. 23 OXYGEN SENSORS - 4.0L - FEDERAL

EMISSIONS
1 - 1/2 O2S
2 - 1/1 02S
Certain sensors are attached to the throttle body.
The accelerator pedal cable, speed control cable and
transmission control cable (when equipped) are con-
nected to the throttle body linkage arm.
A (factory adjusted) set screw is used to mechani-
cally limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
controlled by the PCM.
REMOVAL
2. 4L
A (factory adjusted) set screw is used to mechani-
cally limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
controlled by the Powertrain Control Module (PCM).
(1) Remove air cleaner tube at throttle body.
(2) Disconnect throttle body electrical connectors
at IAC motor and TPS.
(3) Remove all control cables from throttle body
Fig. 24 OXYGEN SENSORS - 4.0L - CALIFORNIA (lever) arm. Refer to the Accelerator Pedal and Throt-
EMISSIONS tle Cable section for removal/installation procedures.
1 - 1/2 O2S (4) Disconnect necessary vacuum lines at throttle
2 - 1/1 O2S body.
3 - 2/1 O2S
4 - 2/2 O2S (5) Remove 3 throttle body mounting bolts (Fig.
25).
INSTALLATION (6) Remove throttle body from intake manifold.
Threads of new oxygen sensors are factory coated (7) Check condition of old throttle body-to-intake
with anti-seize compound to aid in removal. DO manifold o-ring.
NOT add any additional anti-seize compound to
the threads of a new oxygen sensor.
(1) Install O2S sensor. Tighten to 30 Nm (22 ft.
lbs.) torque.
(2) Connect O2S sensor wire connector.
(3) Lower vehicle.
T H ROT T LE BODY
DESCRIPTION
The throttle body is located on the intake manifold.
Fuel does not enter the intake manifold through the
throttle body. Fuel is sprayed into the manifold by
the fuel injectors.
OPERATION
Filtered air from the air cleaner enters the intake
manifold through the throttle body. The throttle body
contains an air control passage controlled by an Idle Fig. 25 THROTTLE BODY MOUNTING BOLTS - 2.4L
Air Control (IAC) motor. The air control passage is 1 - THROTTLE BODY
used to supply air for idle conditions. A throttle valve 2 - IGNITION COIL
(plate) is used to supply air for above idle conditions.
T H ROT T LE BODY (Cont inue d)
4. 0L (3) Install throttle body-to-intake manifold o-ring.
A (factory adjusted) set screw is used to mechani- (4) Install throttle body to intake manifold.
cally limit the position of the throttle body throttle (5) Install 3 mounting bolts. Tighten bolts to 12
plate. Never attempt to adjust the engine idle Nm (105 in. lbs.) torque.
speed using this screw. All idle speed functions are (6) Install control cables.
controlled by the Powertrain Control Module (PCM). (7) Install electrical connectors.
(1) Remove air cleaner tube at throttle body. (8) Install necessary vacuum lines.
(2) Disconnect throttle body electrical connectors (9) Install air cleaner duct at throttle body.
at MAP sensor, IAC motor and TPS (Fig. 26).
(3) Remove all control cables from throttle body 4. 0L
(lever) arm. Refer to the Accelerator Pedal and Throt- A (factory adjusted) set screw is used to mechani-
tle Cable section of this group for additional informa- cally limit the position of the throttle body throttle
tion. plate. Never attempt to adjust the engine idle
(4) Remove four throttle body mounting bolts. speed using this screw. All idle speed functions are
(5) Remove throttle body from intake manifold. controlled by the Powertrain Control Module (PCM).
(6) Discard old throttle body-to-intake manifold (1) Clean mating surfaces of throttle body and
gasket. intake manifold.
(2) Install new throttle body-to-intake manifold
gasket.
(3) Install throttle body to intake manifold.
(4) Install four mounting bolts. Tighten bolts to 11
Nm (100 in. lbs.) torque.
(5) Install control cables.
(6) Install electrical connectors.
(7) Install air cleaner at throttle body.
T H ROT T LE CON T ROL CABLE

REMOVAL
2. 4L

servicing accelerator pedal or throttle cable.

core wire from upper end of pedal arm (Fig. 27).
Fig. 26 THROTTLE BODY AND SENSOR Plastic cable retainer snaps into top of pedal arm.
LOCATIONS - 4.0L (2) Remove cable core wire at pedal arm.
1 - MOUNTING BOLTS (4) (3) From inside vehicle, pinch both sides of cable
2 - THROTTLE BODY housing retainer tabs (Fig. 27) at dash panel.
3 - IAC MOTOR Remove cable housing from dash panel and pull into
4 - ELEC. CONN.
5 - TPS engine compartment.
6 - MAP SENSOR (4) Remove air box at throttle body.
7 - ELEC. CONN. (5) Unsnap cable from dashpanel routing clip.
8 - IAT SENSOR
9 - ELEC. CONN. (6) Remove cable housing from dash panel and
pull into engine compartment.
INSTALLATION (7) Hold throttle in wide open position. While held
in this position, slide throttle cable pin (Fig. 28) from
2. 4L throttle body bellcrank.
(1) Check condition of throttle body-to-intake man-
ifold o-ring. Replace as necessary.
(2) Clean mating surfaces of throttle body and
intake manifold.
T H ROT T LE CON T ROL CABLE (Cont inue d)
(8) Using a pick or small screwdriver, press release
tab (Fig. 28) to release plastic cable mount from
bracket. Press on tab only enough to release cable
from bracket. If tab is pressed too much, it will be
broken.To remove throttle cable from throttle body
bracket, slide cable towards front of vehicle.
(9) Remove throttle cable from vehicle.
Fig. 28 THROTTLE CABLE, PIN, RELEASE TAB -

2.4L
2 - SPEED CONTROL CABLE
3 - THROTTLE CABLE
4 - RELEASE TAB
5 - CABLE PINS
6 - BELLCRANK
Fig. 27 ACCELERATOR PEDAL MOUNTING
1 - CABLE RETAINER
2 - SLOT
4 - PEDAL/BRACKET ASSEMBLY
5 - MOUNTING STUDS
6 - RETAINER TABS
7 - CABLE
8 - CABLE STOP
4. 0L

servicing accelerator pedal or throttle cable.

core wire from upper end of accelerator pedal arm (Fig.
29). Plastic cable retainer (clip) snaps into pedal arm.
(2) Remove cable core wire at pedal arm.
(3) From inside vehicle, pinch both sides of cable
housing retainer tabs (Fig. 29) at dash panel.
Remove cable housing from dash panel and pull into Fig. 29 ACCELERATOR PEDAL MOUNTING
engine compartment.
1 - CABLE RETAINER
2 - SLOT
4 - PEDAL/BRACKET ASSEMBLY
5 - MOUNTING STUDS
6 - RETAINER TABS
7 - CABLE
8 - CABLE STOP
T H ROT T LE CON T ROL CABLE (Cont inue d)
(4) Remove cable from clip guides on engine cylin-
der head (valve) cover (Fig. 30).
(5) Remove throttle cable ball socket at throttle
body by pushing ball socket towards rear of vehicle
(ball snaps off of throttle body pin) (Fig. 31).
(6) Remove throttle cable from throttle body
mounting bracket by compressing release tabs (Fig.
31) and pushing cable through hole in bracket.
(7) Remove throttle cable from vehicle.
Fig. 31 THROTTLE CABLE AT THROTTLE BODY -

4.0L - TYPICAL
1 - ACCELERATOR CABLE
2 - OFF
3 - OFF
4 - THROTTLE BODY BELLCRANK
5 - SPEED CONTROL CABLE
Fig. 30 THROTTLE CABLE ROUTING - 4.0L 6 - RELEASE TABS
7 - BRACKET
1 - THROTTLE CABLE
2 - GUIDE
4. 0L
INSTALLATION (1) Slide throttle cable through hole in throttle
body bracket until retainer tabs lock into bracket.
2. 4L Connect cable ball end to throttle body linkage ball
(snaps on).
(1) Slide accelerator cable plastic mount into throt-
(2) Snap cable into clip guides on engine cylinder
tle body mounting bracket. Continue sliding until
head (valve) cover.
release tab is aligned to hole in mounting bracket.
(3) Push other end of cable through opening in
(2) Hold throttle in wide open position. While held
dash panel until retaining tabs lock into panel.
in this position, slide throttle cable pin into throttle
(4) From inside drivers compartment, slide throttle
body bellcrank.
cable core wire into opening in top of accelerator
(3) Push cable housing into rubber grommet and
pedal arm. An index tab is located on pedal arm.
through opening in dash panel.
Rotate and push cable retainer (clip) into pedal arm
(4) Push other end of cable through opening in
opening until it snaps in place on index tab.
dash panel until retaining tabs lock into panel.
(5) Install air box to throttle body.
(5) From inside vehicle, slide throttle cable core
wire into opening (slot) in top of pedal arm.
(6) Push plastic cable retainer (clip) into pedal arm
opening until it snaps in place.
(7) Install air box to throttle body.
T H ROT T LE POSI T I ON SEN SOR

DESCRIPTION
The 3wire Throttle Position Sensor (TPS) is
mounted on the throttle body and is connected to the
throttle blade.
OPERATION
The TPS is a 3wire variable resistor that provides
the Powertrain Control Module (PCM) with an input
signal (voltage) that represents the throttle blade
position of the throttle body. The sensor is connected
to the throttle blade shaft. As the position of the
throttle blade changes, the resistance (output volt-
age) of the TPS changes.
The PCM supplies approximately 5 volts to the
TPS. The TPS output voltage (input signal to the
PCM) represents the throttle blade position. The
PCM receives an input signal voltage from the TPS.
Fig. 32 TPS/IAC MOTOR - 2.4L
This will vary in an approximate range of from .26
1 - THROTTLE POSITION SENSOR (TPS)
volts at minimum throttle opening (idle), to 4.49 volts 2 - MOUNTING SCREWS
at wide open throttle. Along with inputs from other 3 - IDLE AIR CONTROL MOTOR (IAC)
sensors, the PCM uses the TPS input to determine 4 - MOUNTING SCREWS
current engine operating conditions. In response to
engine operating conditions, the PCM will adjust fuel 4. 0L
injector pulse width and ignition timing. The TPS is mounted to the throttle body.
The PCM needs to identify the actions and position (1) Remove air cleaner tube at throttle body.
of the throttle blade at all times. This information is (2) Disconnect TPS electrical connector.
needed to assist in performing the following calcula- (3) Remove TPS mounting screws (Fig. 33).
tions: (4) Remove TPS.
Ignition timing advance
Fuel injection pulse-width
Idle (learned value or minimum TPS)
Off-idle (0.06 volt)
Wide Open Throttle (WOT) open loop (2.608
volts above learned idle voltage)
Deceleration fuel lean out
Fuel cutoff during cranking at WOT (2.608 volts
above learned idle voltage)
A/C WOT cutoff (certain automatic transmis-
sions only)
REMOVAL
2. 4L
The Throttle Position Sensor (TPS) is mounted to
the throttle body (Fig. 32). Fig. 33 TPS MOUNTING SCREWS - 4.0L
(1) Disconnect TPS electrical connector. 1 - MOUNTING SCREWS
2 - TPS
(2) Remove 2 TPS mounting screws.
(3) Remove TPS.
T H ROT T LE POSI T I ON SEN SOR (Cont inue d)
INSTALLATION
2. 4L
The throttle shaft end of the throttle body slides
into a socket in the TPS. The TPS must be installed
so that it can be rotated a few degrees. (If sensor will
not rotate, install sensor with throttle shaft on other
side of socket tangs). The TPS will be under slight
tension when rotated.
(1) Install TPS and retaining screws.
(2) Tighten screws to 7 Nm (60 in. lbs.) torque.
(3) Connect TPS electrical connector to TPS.
(4) Manually operate throttle (by hand) to check
for any TPS binding before starting engine.
4. 0L Fig. 34 TPS INSTALLATION - 4.0L

The throttle shaft end of the throttle body slides 1 - TANGS
into a socket in the TPS (Fig. 34). The TPS must be 2 - THROTTLE SHAFT
installed so that it can be rotated a few degrees. (If 3 - THROTTLE BODY
4 - TPS
the sensor will not rotate, install the sensor with the
throttle shaft on the other side of the socket tangs).
The TPS will be under slight tension when rotated.
(1) Install TPS and retaining screws.
(2) Tighten screws to 7 Nm (60 in. lbs.) torque.
(3) Connect TPS electrical connector to TPS.
(4) Manually operate throttle (by hand) to check
for any TPS binding before starting engine.
TJ STEERING 19 - 1
STEERING
page page
STEERING DIAGNOSIS AND TESTING - POWER

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1 STEERING FLOW AND PRESSURE . . . . . . . . 4
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 COLUMN ...............................6
DIAGNOSIS AND TESTING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DIAGNOSIS AND TESTING - POWER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
STEERING SYSTEM DIAGNOSIS CHARTS . . . 2 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
ST EERI N G
DESCRIPTION
CAUTION: MOPART ATF+4 is to be used in the
power steering system. No other power steering or
automatic transmission fluid is to be used in the
system. Damage may result to the power steering
pump and system if any other fluid is used, and do
not overfill.
The power steering system has a hydraulic pump.

The pump is a constant flow rate and displacement
vane-type pump. The pump reservoir on the 4.0L
engine is mounted to the pump body (Fig. 1)& (Fig.
2). The 2.4L engine has a remote pump reservoir Fig. 1 POWER STEERING GEAR & PUMP - 4.0L
mounted to the fan shroud (Fig. 3). 1 - POWER STEERING GEAR
The steering gear used is a straight ratio recircu- 2 - PRESSURE HOSE
lating ball type gear. A tilt and non-tilt column pro- 3 - POWER STEERING RESERVOIR
4 - POWER STEERING PUMP
vide steering input. 5 - RETURN HOSE
Fig. 2 RHD POWER STEERING HOSES

1 - PRESSURE HOSE
2 - RETURN HOSE
3 - MOUNTING BRACKETS
4 - STEERING GEAR
19 - 2 STEERING TJ
ST EERI N G (Cont inue d)
OPERATION
The gear acts as a rolling thread between the
worm shaft and rack piston. The worm shaft is sup-
ported by a thrust bearing at the upper end. When
the worm shaft is turned from input from the steer-
ing column the rack piston moves. The rack piston
teeth mesh with the pitman shaft. Turning the worm
shaft turns the pitman shaft, which turns the steer-
ing linkage.
Fig. 3 POWER STEERING GEAR & PUMP - 2.4L

1 - REMOTE RESERVOIR
3 - PUMP MOUNT BRACKET
5 - PRESSURE SWITCH LOCATION
6 - PRESSURE OUTLET HOSE (GEAR TO PUMP)
7 - RETURN HOSE (RESERVOIR TO PUMP)
8 - CLAMPS
9 - STEERING GEAR
10 - INLET HOSE (RESERVOIR TO GEAR)
DIAGNOSIS AND TESTING - POWER STEERING

SYSTEM DIAGNOSIS CHARTS
There is some noise in all power steering systems. One of the most common is a hissing sound evident at a
standstill parking. Or when the steering wheel is at the end of its travel. Hiss is a high frequency noise similar
to that of a water tap being closed slowly. The noise is present in all valves that have a high velocity fluid passing
through an orifice. There is no relationship between this noise and steering performance.
ST EERI N G N OI SE
OBJECTIONAL HISS OR 1. Steering intermediate shaft to dash panel 1. Check and repair seal at dash
WHISTLE seal. panel.
2. Noisy valve in power steering gear. 2. Replace steering gear.
RATTLE OR CLUNK 1. Gear mounting bolts loose. 1. Tighten bolts to specification.

2. Loose or damaged suspension 2. Inspect and repair suspension.
components/track bar.
3. Loose or damaged steering linkage. 3. Inspect and repair steering
linkage.
4. Internal gear noise. 4. Replace gear.
5. Pressure hose in contact with other 5. Reposition hose.
components.
TJ STEERING 19 - 3
CHIRP OR SQUEAL 1. Loose belt. 1. Adjust or replace.
WHINE OR GROWL 1. Low fluid level. 1. Fill to proper level.

2. Pressure hose in contact with other 2. Reposition hose.
components.
3. Internal pump noise. 3. Replace pump.
4. Air in the system. 4. Perform pump initial operation.
SUCKING AIR SOUND 1. Loose return line clamp. 1. Replace clamp.

2. O-ring missing or damaged on hose 2. Replace o-ring.
fitting.
3. Low fluid level. 3. Fill to proper level.
4. Air leak between pump and reservoir. 4. Repair as necessary.
SCRUBBING OR 1. Wrong tire size. 1. Verify tire size.

KNOCKING 2. Wrong gear. 2. Verify gear.
BI N DI N G AN D ST I CK I N G
DIFFICULT TO TURN WHEEL 1. Low fluid level. 1. Fill to proper level.

STICKS OR BINDS 2. Tire pressure. 2. Adjust tire pressure.
3. Steering component. 3. Inspect and lube.
4. Loose belt. 4. Adjust or replace.
5. Low pump pressure. 5. Pressure test and replace if
necessary.
6. Column shaft coupler binding. 6. Replace coupler.
7. Steering gear worn or out of 7. Replace gear.
adjustment.
8. Ball joints binding. 8. Inspect and repair as necessary.
I N SU FFI CI EN T ASST. OR POOR RET U RN T O CEN T ER
HARD TURNING OR MOMENTARY 1. Tire pressure. 1. Adjust tire pressure.

INCREASE IN TURNING EFFORT 2. Low fluid level. 2. Fill to proper level.
3. Loose belt. 3. Adjust or replace.
4. Lack of lubrication. 4. Inspect and lubricate steering and
suspension compnents.
5. Low pump pressure. 5. Pressure test and repair as
necessary.
6. Internal gear leak. 6. Pressure and flow test, and
replace as necessary.
19 - 4 STEERING TJ
STEERING WHEEL 1. Tire pressure. 1. Adjust tire pressure.

DOES NOT WANT TO RETURN TO 2. Wheel alignment. 2. Align front end.
CENTER POSITION
3. Lack of lubrication. 3. Inspect and lubricate steering and
suspension compnents.
4. High friction in steering gear. 4. Test and adjust as necessary.
5. Ball joints binding. 5. Inspect and repair as necessary.
NOTE:
Some roads will cause a vehicle to drift, due to the
crown in the road.
LOOSE ST EERI N G AN D V EH I CLE LEADS/DRI FT S
EXCESSIVE PLAY IN STEERING 1. Worn or loose suspension or 1. Repair as necessary.

WHEEL steering components.
2. Worn or loose wheel bearings. 2. Repair as necessary.

3. Steering gear mounting. 3. Tighten gear mounting bolts to
specification.
4. Gear out of adjustment. 4. Adjust gear to specification.
5. Worn or loose steering coupler. 5. Repair as necessary.
VEHICLE PULLS TO ONE SIDE 1. Tire Pressure. 1. Adjust tire pressure.

DURING BRAKING
2. Air in brake hydraulics system. 2. Bleed brake system.
3. Worn brake components. 3. Repair as necessary.
VEHICLE LEADS OR DRIFTS 1. Tire pressure. 1. Adjust tire pressure.

FROM STRAIGHT AHEAD 2. Radial tire lead. 2. Cross front tires.
DIRECTION ON UNCROWNED
3. Brakes dragging. 3. Repair as necessary.
ROAD.
4. Wheel alignment. 4. Align vehicle.
5. Weak or broken spring. 5. Replace spring.
6. Loose or worn steering/ 6. Repair as necessary.
suspension components.
7. Cross caster out of spec. 7. Adjust or replace axle as
necessary.
DIAGNOSIS AND TESTING - POWER STEERING ing pressure and flow test is performed using Power
Steering Analyzer Tool 6815 (Fig. 4) and Adapter kit
FLOW AND PRESSURE
6893.
The following procedure is used to test the opera-
tion of the power steering system on the vehicle. This
FLOW AND PRESSURE TEST
test will provide the gallons per minute (GPM) or
(1) Check the power steering belt to ensure it is in
flow rate of the power steering pump along with the
good condition and adjusted properly.
maximum relief pressure. Perform test any time a
(2) Connect pressure gauge hose from the Power
power steering system problem is present. This test
Steering Analyzer to Tube 6865.
will determine if the power steering pump or power
(3) Connect Adapter 6826 to Power Steering Ana-
steering gear is not functioning properly. The follow-
lyzer test valve end.
TJ STEERING 19 - 5
CAUTION: This next step involves testing maximum
pump pressure output and flow control valve oper-
ation. Do not leave test valve closed for more than
three seconds as the pump could be damaged.
(12) Close valve fully three times for three seconds

and record highest pressure indicated each time. All
three readings must be above pump relief pres-
sure specifications and within 345 kPa (50 psi)
of each other.
Pressures above specifications but not within
345 kPa (50 psi) of each other, replace pump.
Pressures within 345 kPa (50 psi) of each other
but below specifications, replace pump.
(13) Open the test valve and turn the steering
wheel to the extreme left and right positions against
Fig. 4 Power Steering Analyzer the stops. Record the highest pressure reading at
1 - TUBE each position. Compare readings to pump specifica-
2 - ADAPTER FITTINGS tions chart. If pressure readings are not within 50
3 - ANALYZER
4 - GAUGE HOSE psi. of each other, the gear is leaking internally and
must be repaired.
(4) Disconnect the high pressure hose from the
power steering pump. CAUTION: Do not force the pump to operate against
(5) Connect Tube 6865 to the pump hose fitting. the stops for more than 2 to 4 seconds at a time
(6) Connect the power steering hose from the because, pump damage will result.
steering gear to Adapter 6826.
PU M P SPECI FI CAT I ON S
(7) Open the test valve completely.
(8) Start engine and let idle long enough to circu-
late power steering fluid through flow/pressure test RELIEF FLOW RATE
ENGINE
gauge. PRESSURE 50 (GPM)
(9) Shut off the engine and check the fluid level, 9653 kPa (1400
add fluid as necessary. Start engine again and let 2.4L
psi) 1500 RPM 2.4 - 2.8
idle. GPM
9653 kPa (1400
(10) Gauge should read below 862 kPa (125 psi), if 4.0L
psi)
above, inspect the hoses for restrictions and repair as
necessary. The initial pressure reading should be in
the range of 345-552 kPa (50-80 psi).
(11) Increase the engine speed to 1500 RPM and
read the flow meter. The reading should be 2.4 - 2.8
GPM, if the reading is below this specification the
pump should be replaced.
19 - 6 COLUMN TJ
COLU M N
TABLE OF CONTENTS
page page
COLUMN INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
DESCRIPTION . . . . . . . . . . . . . . . . . . . .. . . . . .6 KEY-IN IGNITION SWITCH
OPERATION - SERVICE PRECAUTIONS . . . . . .6 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
REMOVAL ...................... .. . . . . .6 DIAGNOSIS AND TESTING - KEY-IN IGNITION
INSTALLATION . . . . . . . . . . . . . . . . . . . .. . . . . .8 SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
SPECIFICATIONS KEY CYLINDER
TORQUE CHART ............... .......9 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
IGNITION SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
DESCRIPTION . . . . . . . . . . . . . . . . . . . .......9 STEERING WHEEL
DIAGNOSIS AND TESTING - IGNITION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
SWITCH ...................... .......9 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
REMOVAL ...................... .......9
COLU M N ACCIDENTAL DEPLOYMENT OF THE AIRBAG AND

POSSIBLE PERSONAL INJURY. THE FASTENERS,
SCREWS, AND BOLTS, ORIGINALLY USED FOR
DESCRIPTION
THE AIRBAG COMPONENTS, HAVE SPECIAL COAT-
NOTE: The steering column on vehicles with an INGS AND ARE SPECIFICALLY DESIGNED FOR THE
automatic transmission may not be equipped with AIRBAG SYSTEM. THEY MUST NEVER BE
an internal locking shaft that allows the ignition key REPLACED WITH ANY SUBSTITUTES. ANYTIME A
cylinder to be locked with the key. Alternative meth- NEW FASTENER IS NEEDED, REPLACE WITH THE
ods of locking the steering wheel for service will CORRECT FASTENERS PROVIDED IN THE SERVICE
have to be used. PACKAGE OR FASTENERS LISTED IN THE PARTS
BOOKS.
The standard non-tilt and tilt steering column has
been designed to be serviced as an assembly. The col- REMOVAL
umn is connected to the steering gear with an upper (1) Position front wheels straight ahead.
and lower shaft. The lower shaft has a support bear- (2) Remove and isolate the negative ground cable
ing mounted to a bracket. The bracket mounts to the from the battery.
frame rail with two bolts. These shafts and bearing (3) Remove the airbag, (Refer to 8 - ELECTRICAL/
are serviceable. The key cylinder, switches, clock RESTRAINTS/DRIVER AIRBAG - REMOVAL).
spring, trim shrouds and steering wheel are serviced
separately. NOTE: If equipped with cruise control, disconnect
clock spring harness from the cruise switch har-
OPERATION - SERVICE PRECAUTIONS ness on the steering wheel.
Safety goggles should be worn at all times when
(4) Remove the steering wheel with an appropriate
working on steering columns.
puller (Fig. 1).
To service the steering wheel, switches or airbag,
refer to Electrical - Restraints and follow all WARN- NOTE: Ensure the puller jaws are seated in the
INGS and CAUTIONS. pockets (Fig. 2) of the steering wheel armature.
WARNING: THE AIRBAG SYSTEM IS A SENSITIVE, (5) Turn ignition cylinder to the on position and
COMPLEX ELECTRO-MECHANICAL UNIT. BEFORE remove cylinder by pressing release through lower
ATTEMPTING TO DIAGNOSE, REMOVE OR INSTALL shroud access hole (Fig. 3) (Refer to 19 - STEERING/
THE AIRBAG SYSTEM COMPONENTS YOU MUST COLUMN/LOCK CYLINDER HOUSING -
FIRST DISCONNECT AND ISOLATE THE BATTERY REMOVAL).
NEGATIVE (GROUND) CABLE. THEN WAIT TWO
CHARGE. FAILURE TO DO SO COULD RESULT IN
TJ COLUMN 19 - 7
COLU M N (Cont inue d)
Fig. 3 LOCK CYLINDER RELEASE

1 - Lower Shroud
2 - Lock Cylinder Release Access Hole
3 - Pin Punch
Fig. 1 STEERING WHEEL PULLER

1 - PULLER C-3894-A
2 - STEERING WHEEL
Fig. 4 SHROUD REMOVAL/INSTALL

1 - Upper Shroud
2 - Lower Shroud
(8) Remove the steering coupler bolt and column

mounting nuts (Fig. 5) then lower column off the
mounting studs.
(9) Remove upper column shroud (Fig. 4).
(10) Disconnect and remove the wiring harness
from the column (Fig. 6).
Fig. 2 Steering Wheel Pockets
NOTE: If vehicle is equipped with automatic trans-
1 - STEERING WHEEL POCKETS
mission, remove shifter interlock cable from the
(6) Remove knee blocker cover and knee blocker, column. (Refer to 21 - TRANSMISSION/TRANSAXLE/
(Refer to 23 - BODY/INSTRUMENT PANEL/KNEE AUTOMATIC - 30RH/GEAR SHIFT CABLE -
BLOCKER - REMOVAL). REMOVAL).
(7) Remove screws from the lower column shroud
(11) Remove column.
(Fig. 4) and remove the shroud.
19 - 8 COLUMN TJ
Fig. 5 STEERING COLUMN MOUNTING Fig. 7 CLOCK SPRING

1 - Steering Column 1 - Tilt Lever
2 - Mounting Holes 2 - Ignition Switch
3 - Clockspring
4 - Steering Column
5 - SKIM
CAUTION: Lower nuts must be installed and tight-

ened first then the upper nuts in order to prevent
damage to the capsules.
(5) Install the lower mounting nuts and tighten to

17 Nm (150 in. lbs.).
(6) Install the upper mounting nuts and tighten to
17 Nm (150 in. lbs.).
(7) Install the steering column coupler bolt and
(8) Center the clock spring (if necessary) and
install it on the column, (Refer to 8 - ELECTRICAL/
RESTRAINTS/CLOCKSPRING - INSTALLATION).
(9) Install the lower column shroud and install
Fig. 6 WIRING HARNESS COLUMN mounting screws.
1 - Column Wiring Harness (10) Install the ignition lock cylinder. (Refer to 19 -
2 - Multi-function Switch STEERING/COLUMN/LOCK CYLINDER HOUSING
3 - Ignition Switch
4 - Steering Column
- INSTALLATION).
(11) Install the knee blocker and the knee blocker
(12) Remove clock spring (Fig. 7), switches, (SKIM cover, (Refer to 23 - BODY/INSTRUMENT PANEL/
if equipped) (Refer to 8 - ELECTRICAL/RE- KNEE BLOCKER - INSTALLATION).
STRAINTS/CLOCKSPRING - REMOVAL).
NOTE: Do not reuse the old steering wheel bolt (a
INSTALLATION new bolt must be used)
(1) Align and install column into the steering coupler.
(2) Install column harness and connect harness to NOTE: If equipped with cruise control, connect
switches. clock spring harness to cruise switch harness on
the steering wheel.
NOTE: If vehicle is equipped with automatic trans-
mission, install shifter interlock cable. (Refer to 21 - (12) Install the steering wheel and tighten bolt to
TRANSMISSION/TRANSAXLE/AUTOMATIC - 30RH/ 54 Nm (40 ft. lbs.).
GEAR SHIFT CABLE - ADJUSTMENTS). (13) Install the airbag, (Refer to 8 - ELECTRICAL/
RESTRAINTS/DRIVER AIRBAG - INSTALLATION).
(3) Install the upper column shroud. (14) Install the negative battery terminal.
(4) Install the column onto the mounting studs.
TJ COLUMN 19 - 9
SPECI FI CAT I ON S
TORQUE CHART

Tilt Steering Column 54 40
Steering Wheel Nut
Mounting Nuts
Coupler Bolt
Non-Tilt Steering Column 54 40
Steering Wheel Nut
Mounting Nuts
Coupler Bolt
I GN I T I ON SWI T CH umn assembly must be replaced. (Refer to 19 -

STEERING/COLUMN - REMOVAL).
Vehicles equipped with a manual transmis-
DESCRIPTION
sion and a floor mounted shifter: on certain mod-
The electrical ignition switch is located on the
els, a button is located on the steering column behind
steering column. It is used as the main on/off switch-
the ignition key cylinder. The button must be manu-
ing device for most electrical components. The
ally depressed to allow rotation of the ignition key
mechanical key cylinder is used to engage/disengage
cylinder from the off to lock positions. If it is diffi-
the electrical ignition switch.
cult to rotate the key to any position, the lever mech-
anism may be defective. This mechanism is not
DIAGNOSIS AND TESTING - IGNITION SWITCH serviceable. If repair is necessary, the steering col-
umn assembly must be replaced.(Refer to 19 -
ELECTRICAL DIAGNOSIS STEERING/COLUMN - REMOVAL).
For ignition switch electrical schematics, Refer to
the appropriate section for the component.
REMOVAL
The ignition key must be in the key cylinder for
MECHANICAL DIAGNOSIS (KEY DIFFICULT TO
cylinder removal. The key cylinder must be removed
ROTATE) first before removing ignition switch.
Vehicles equipped with an automatic trans- (1) Remove key cylinder. (Refer to 19 - STEER-
mission and a floor mounted shifter: a cable is ING/COLUMN/LOCK CYLINDER HOUSING -
used to connect the interlock device in the steering REMOVAL).
column assembly, to the transmission floor shift (2) Remove lower steering column cover screws
lever. This interlock system is used to lock the trans- and remove cover.
mission shifter in the PARK position when the key (3) Remove the multi-function switch.
cylinder is rotated to any position. If the ignition key (4) Disconnect the electrical connector at the rear
is difficult to rotate to or from any position, it may of the ignition switch.
not be the fault of the key cylinder or the steering (5) Remove the ignition switch mounting screw
column components. The brake transmission shift (Fig. 8). Use tamper proof torx bit to remove the
interlock cable may be out of adjustment. (Refer to screw.
21 - TRANSMISSION/TRANSAXLE/AUTOMATIC - (6) Pull the ignition switch straight out to remove
30RH/GEAR SHIFT CABLE - ADJUSTMENTS). The from the locking tabs (Fig. 9)
interlock system within the steering column is not
serviceable. If repair is necessary, the steering col-
19 - 10 COLUMN TJ
I GN I T I ON SWI T CH (Cont inue d)
Fig. 8 IGNITION SWITCH MOUNTING SCREW Fig. 10 IGNITION SWITCH ON POSITION

1 - Tamper Proof Torx Screw 1 - Ignition Switch
2 - Ignition Switch 2 - Rotate to On Position
K EY-I N I GN I T I ON SWI T CH
DESCRIPTION
The key-in ignition switch is integral to the igni-
tion switch, which is mounted on the left side of the
steering column, opposite the ignition cylinder. It
closes a path to ground for the instrument cluster
chime warning circuitry when the ignition key is
inserted in the ignition cylinder and the driver door
jamb switch is closed (driver door is open). The
key-in ignition switch opens the ground path when
the key is removed from the ignition cylinder.
The key-in ignition switch cannot be repaired and,
if faulty or damaged, the entire ignition switch must
be replaced. (Refer to 19 - STEERING/COLUMN/IG-
NITION SWITCH - REMOVAL).
Fig. 9 IGNITION SWITCH TABS
1 - Ignition Switch DIAGNOSIS AND TESTING - KEY-IN IGNITION
2 - Locking Tabs
SWITCH
INSTALLATION For circuit descriptions and diagrams, Refer to the
The ignition key must be in the key cylinder for appropriate sections on the individual components.
cylinder installation. The key cylinder must be
aligned with the ignition switch for installation. WARNING: ON VEHICLES EQUIPPED WITH AIR-
(1) Before installing ignition switch, rotate the slot BAGS, REFER TO ELECTRICAL - PASSIVE
in the switch to the ON position (Fig. 10). RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
(2) Connect the electrical connector to rear of igni- STEERING WHEEL, STEERING COLUMN, OR
tion switch. Make sure that locking tab is fully INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
seated into wiring connector. SERVICE. FAILURE TO TAKE THE PROPER PRE-
(3) Position the switch to the column and install CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
tamper proof screw. Tighten screw to 3 Nm (26 in. BAG DEPLOYMENT AND POSSIBLE PERSONAL
lbs.). INJURY.
(4) Test the operation of the lock cylinder for
smooth rotating.
cable. Remove the steering column shrouds. Unplug
(5) Install the multi-function switch.
the key-in ignition switch wire harness connector
(6) Install steering column lower cover.
from the ignition switch.
TJ COLUMN 19 - 11
K EY-I N I GN I T I ON SWI T CH (Cont inue d)
(2) Check for continuity between the key-in switch
sense circuit and the left front door jamb switch
sense circuit terminals of the key-in ignition switch.
There should be continuity with the key in the igni-
tion cylinder, and no continuity with the key removed
from the ignition cylinder. If OK, go to Step 3. If not
OK, replace the faulty ignition switch assembly.
(3) Check for continuity between the left front door
jamb switch sense circuit cavity of the key-in ignition
switch wire harness connector and a good ground.
There should be continuity with the driver door open,
and no continuity with the driver door closed. If OK,
see the diagnosis for Instrument Cluster in this
group. If not OK, repair the circuit to the driver door
jamb switch as required.
Fig. 12 KEY CYLINDER RELEASE HOLE

K EY CY LI N DER 1 - Lower Cover
2 - Access Hole
REMOVAL 3 - Pin Punch
(4) Position a small screwdriver or pin punch into
cylinder removal. The key cylinder must be removed
tang access hole on bottom of steering column lower
first before removing ignition switch.
cover (Fig. 12).
(1) If equipped with an automatic transmission,
(5) Push the pin punch up while pulling key cylin-
place shifter in PARK position.
der from steering column.
(2) Rotate key to ON position.
(3) A release tang is located on bottom of key cyl-
inder (Fig. 11).
INSTALLATION
cylinder installation.
(1) Install the lock cylinder into the housing using
care to align the end of the lock cylinder with the
ignition switch.
(2) Push the lock cylinder in until it clicks.
(3) Rotate the key to the lock position.
ST EERI N G WH EEL
REMOVAL
(1) Disable and remove the drivers side airbag.(Re-
fer to 8 - ELECTRICAL/RESTRAINTS/DRIVER AIR-
BAG - REMOVAL).
(2) Partially remove the steering wheel bolt and
leave the bolt in the column.
Fig. 11 KEY CYLINDER RELEASE TANG (3) Install puller C-3894A or equivalent using the
1 - KEY CYLINDER top of the bolt to push on. (Fig. 13)
2 - RELEASE TANG
19 - 12 COLUMN TJ
ST EERI N G WH EEL (Cont inue d)
NOTE: Ensure the puller jaws are seated in the (4) Remove the steering wheel.
pockets (Fig. 14) of the steering wheel armature.
INSTALLATION
NOTE: Do not reuse the old steering wheel bolt (a
new bolt must be used)
(1) Install steering wheel to the column
NOTE: Be certain that the steering wheel mounting

bolt is tightened to the proper torque specification
to ensure proper clockspring operation.
(2) Install the new steering wheel bolt. Tighten the

bolt to 54 Nm (40 ft. lbs.).
(3) Install the drivers side air bag. (Refer to 8 -
ELECTRICAL/RESTRAINTS/DRIVER AIRBAG -
INSTALLATION).
Fig. 13 STEERING WHEEL PULLER

1 - PULLER C-3894-A
2 - STEERING WHEEL
Fig. 14 Steering Wheel Pockets

1 - STEERING WHEEL POCKETS
TJ GEAR 19 - 13
GEAR
TABLE OF CONTENTS
page page
GEAR ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 15
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13 SPECIFICATIONS
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 POWER STEERING GEAR . . . . . . . . . . . . . . 16
DIAGNOSIS AND TESTING - POWER TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 16
STEERING GEAR LEAKAGE AREAS . . . . . . . 13 SPECIAL TOOLS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 POWER STEERING GEAR . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
GEAR
DESCRIPTION
not overfill.
The power steering system has a hydraulic pump.

The pump is a constant flow rate and displacement
vane-type pump. The pump reservoir on the 4.0L
engine is mounted to the pump body (Fig. 1)& (Fig.
2). The 2.4L engine has a remote pump reservoir
mounted to the fan shroud (Fig. 3). Fig. 1 POWER STEERING GEAR & PUMP - 4.0L
The steering gear used is a straight ratio recircu- 1 - POWER STEERING GEAR
lating ball type gear. A tilt and non-tilt column pro- 2 - PRESSURE HOSE
3 - POWER STEERING RESERVOIR
vide steering input. 4 - POWER STEERING PUMP
5 - RETURN HOSE
OPERATION
The gear acts as a rolling thread between the DIAGNOSIS AND TESTING - POWER STEERING
worm shaft and rack piston. The worm shaft is sup- GEAR LEAKAGE AREAS
ported by a thrust bearing at the upper end. When
the worm shaft is turned the rack piston moves. The NOTE: Do not service the Steering Gear, if the gear
rack piston teeth mesh with the pitman shaft. Turn- is leaking it must be replaced with a new gear
ing the worm shaft turns the pitman shaft, which assembly.
turns the steering linkage.
(1) Possible power steering gear leakage areas.
CAUTION: Components attached with a nut and cot- (Fig. 4).
ter pin must be torqued to specification. Then if the
slot in the nut does not line up with the cotter pin REMOVAL
hole, tighten nut until it is aligned. Never loosen the
nut to align the cotter pin hole. NOTE: The steering column on vehicles with an
automatic transmission may not be equipped with
an internal locking shaft that allows the ignition key
cylinder to be locked with the key. Alternative meth-
ods of locking the steering wheel for service will
have to be used.
19 - 14 GEAR TJ
GEAR (Cont inue d)
Fig. 2 RHD POWER STEERING HOSES Fig. 4 STEERING GEAR

1 - PRESSURE HOSE 1 - VALVE HOUSING O-RING
2 - RETURN HOSE 2 - ADJUSTER NUT
3 - MOUNTING BRACKETS 3 - POWER STEERING LINE FITTINGS
4 - STEERING GEAR 4 - INPUT SHAFT HOUSING GASKET
5 - INPUT SHAFT SEAL
6 - PITMAN SHAFT SEAL HOUSING / COVER O-RING
(6) Remove pitman arm from gear. (Refer to 19 -

STEERING/LINKAGE/PITMAN ARM - REMOVAL).
(7) Remove the steering gear retaining bolts and
remove the gear (Fig. 5).

7 - RETURN HOSE (RESERVOIR TO PUMP) Fig. 5 STEERING GEAR REMOVAL/INSTALL
8 - CLAMPS
9 - STEERING GEAR 1 - STEERING GEAR
10 - INLET HOSE (RESERVOIR TO GEAR) 2 - FRAME MOUNT
(1) Place the front wheels in the straight ahead INSTALLATION

position with the steering wheel centered and locked. (1) Install steering gear on the frame rail and
(2) Siphon out as much power steering fluid as tighten bolts to 95 Nm (70 ft. lbs.)
possible. (2) Align and install the pitman arm and tighten
(3) Remove the bumper shield. nut to 251 Nm (185 ft. lbs.).
(4) Remove power steering hoses/tubes from steer- (3) Align the column coupler shaft to steering gear.
ing gear. Install a new coupler pinch bolt and tighten to 49
(5) Remove the column coupler shaft from the Nm (36 ft. lbs.).
gear.
TJ GEAR 19 - 15
GEAR (Cont inue d)
(4) Install power steering hoses/tubes to steering
gear and tighten to 28 Nm (21 ft. lbs.).
(5) Install the bumper shield.
(6) Fill power steering system to proper level,
(Refer to 19 - STEERING/PUMP - STANDARD PRO-
CEDURE).
ADJUSTMENTS
CAUTION: Steering gear must be adjusted in the
proper order. If adjustments are not performed in
order, gear damage and improper steering response
may result.
NOTE: Adjusting the steering gear in the vehicle is

not recommended. Remove gear from the vehicle
and drain the fluid. Then mount gear in a vise to Fig. 6 OVER-CENTER TORQUE
perform adjustments. 1 - CROWSFOOT WRENCH
2 - INCH POUND TORQUE WRENCH
3 - STEERING GEAR
WORM THRUST BEARING PRELOAD (COUNTERCLOCKWISE) increases torque,

(CLOCKWISE) reduces torque (Fig. 7).
NOTE: Off center torque (180 to 360 degrees from (8) Remeasure Over-Center Rotating Torque. If
gear center) = 0.4 to 0.8 Nm (3.5 in-lb to 7.0 in-lb) necessary turn the adjuster screw and repeat mea-
This torque is set in the assembly plant and cant surement until correct Over-Center Rotating Torque
be adjusted in the field is reached (Fig. 7).
NOTE: To increase the Over-Center Rotating Torque

OVER-CENTER ROTATING TORQUE turn the screw COUNTERCLOCKWISE.
(1) Mount the gear carefully into a vise.
(9) Prevent the adjuster screw from turning while
CAUTION: Do not overtighten the vise on the gear tightening adjuster lock nut (Fig. 7). Tighten the
case. This may affect the adjustment adjuster lock nut to 65 Nm (48 ft. lbs.).
(2) Rotate the input shaft with a crows foot socket
from stop to stop and count the number of turns.
(3) Starting at either stop, turn the input shaft
back 1/2 the total number of turns. This is the center
of the gear travel.
(4) Loosen the adjuster plug locknut.
(5) Place the torque wrench in the vertical position
on the input shaft. Rotate the wrench 50 degrees
each side of the center and record the highest rota-
tional torque in this range (Fig. 6). This is the Over-
Center Rotating Torque.
NOTE: The input shaft must rotate smoothly with-

out sticking or binding.
(6) The Over-Center Rotating Torque should be

0.53-0.93 Nm (4.5 - 8 in. lbs.) higher in addition to
Fig. 7 OVER-CENTER ADJUSTMENT
the off center torque from above (Fig. 6). than the
1 - RATCHET WITH ADAPTER
Preload Rotating Torque. 2 - WRENCH
(7) If an adjustment to the Over-Center Rotating 3 - CROWSFOOT WRENCH
Torque is necessary, first loosen the adjuster lock 4 - INCH POUND TORQUE WRENCH
5 - STEERING GEAR
nut. Then turn the pitman shaft adjuster screw back 6 - ALLEN HEAD SOCKET
19 - 16 GEAR TJ
GEAR (Cont inue d)
SPECI FI CAT I ON S
POWER STEERING GEAR
SPECI FI CAT I ON S
Steering Gear Recirculating Ball
Type
Steering Gear 15:24
Gear Ratio
Worm Shaft Bearing 0.53.93 Nm (3.58 in.
Preload lbs.)
Pitman Shaft Over- .133 Nm (1.17 in. lbs.) +
Center Drag Worm Shaft Preload
New Gear (under 400
miles)
Pitman Shaft Over- .133 Nm (1.17 in. lbs.) +
Center Drag Worm Shaft Preload
Used Gear (over 400
miles)
TORQUE CHART

Power Steering Gear 65 48
Adjustment Screw Locknut
Gear to Frame Bolts
Pitman Shaft Nut
Pressure Line
Return Line
SPECI AL T OOLS
POWER STEERING GEAR
Remover, Pitman Arm C-4150A

TJ LINKAGE 19 - 17
LI N K AGE
TABLE OF CONTENTS
page page
LINKAGE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17 DRAG LINK
STANDARD PROCEDURE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
STANDARD PROCEDURE - LUBRICATION . . 17 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19
STANDARD PROCEDURE - STEERING PITMAN ARM
LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 18 TIE ROD END
SPECIAL TOOLS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
STEERING LINKAGE . . . . . . . . . . . . . . . . . . . 18 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19
DAMPER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
LI N K AGE STAN DARD PROCEDU RE
DESCRIPTION STANDARD PROCEDURE - LUBRICATION

The steering linkage consists of a pitman arm, Periodic lubrication of the steering system compo-
drag link, tie rod, and steering dampener (Fig. 1). nents is required. Refer to Lubrication And Mainte-
Adjustment sleeves are used on the tie rod and drag nance for the recommended maintenance schedule.
link for toe and steering wheel alignment. The following components must be lubricated:
The service procedures and torque specifications Tie rod ends
are the same for LHD and RHD vehicles. Drag link
STANDARD PROCEDURE - STEERING LINKAGE

The tie rod end and ball stud seals should be
inspected during all oil changes. If a seal is damaged,
it should be replaced. Before installing a new seal,
inspect ball stud at the throat opening. Check for
lubricant loss, contamination, ball stud wear or cor-
rosion. If these conditions exist, replace the tie rod. A
replacement seal can be installed if lubricant is in
good condition. Otherwise, a complete replacement
ball stud end should be installed.
CAUTION: If any steering components are replaced

or serviced an alignment must be performed, to
ensure the vehicle meets all alignment specifica-
tions.
Fig. 1 Steering Linkage

1 - COTTER PIN
CAUTION: Components attached with a nut and cot-
2 - NUT ter pin must be torqued to specification. Then if the
3 - DAMPENER slot in the nut does not line up with the cotter pin
4 - PITMAN ARM
5 - WASHER
hole, tighten nut until it is aligned. Never loosen the
6 - TIE ROD nut to align the cotter pin hole.
7 - DRAG LINK
19 - 18 LINKAGE TJ
LI N K AGE (Cont inue d)
SPECI FI CAT I ON S
TORQUE CHART

Pitman Arm 251 185
Shaft
Drag Link 74 55
Ball Studs
Drag Link 49 36
Clamp
Tie Rod Ends 74 55
Ball Studs
Tie Rod Ends 27 20
Clamp
Tie Rod 88 65
Ball Stud
Steering Damper 74 55
Frame
Steering Damper 74 55
Drag Link
SPECI AL T OOLS DAM PER

STEERING LINKAGE REMOVAL
(1) Place the front wheels in a straight ahead posi-
tion.
(2) Remove the steering dampener retaining nut
and bolt from the axle bracket (Fig. 1).
(3) Remove the cotter pin and nut from the ball
stud at the drag link.
(4) Remove the steering dampener ball stud from
the drag link using C-3894-A puller.
Puller C-3894A INSTALLATION

(1) Install the steering dampener to the axle
bracket and drag link.
(2) Install the steering dampener bolt in the axle
bracket and tighten nut to 74 Nm (55 ft. lbs.).
(3) Install the ball stud nut at the drag link and
tighten nut to 74 Nm (55 ft. lbs.). Install a new cot-
ter pin.
Remover Pitman C-4150A

TJ LINKAGE 19 - 19
DRAG LI N K
REMOVAL
(1) Remove the cotter pins and nuts at the steer-
ing knuckle and drag link (Fig. 1).
(2) Remove the steering dampener ball stud from
the drag link with a puller tool.
(3) Remove the drag link from the steering
knuckle with a puller tool. Remove the same for tie
rod and pitman arm.
(4) If necessary, loosen the end clamp bolts and
remove the tie rod end from the link.
INSTALLATION
(1) Install the drag link adjustment sleeve and tie
rod end. Position clamp bolts (Fig. 3).
(2) Position the drag link at the steering linkage. Fig. 2 PITMAN ARM PULLER
Install the drag link to the steering knuckle nut. Do 1 - PITMAN ARM
2 - SPECIAL TOOL C-4150-A
the same for the tie rod and pitman arm. 3 - WRENCH
(3) Tighten the nut at the steering knuckle to 47
Nm (35 ft. lbs.). Tighten the pitman nut to 81 Nm (2) Remove the ball studs with puller tool
(60 ft. lbs.) and tie rod ball stud nut to 47 Nm (35 ft. C-4150R.
lbs.). Install new cotter pins and bend end 60. (3) If necessary, loosen the end clamp bolts and
(4) Install the steering dampener onto the drag remove the tie rod ends from the tube.
link and tighten the nut to 74 Nm (55 ft. lbs.).
Install a new cotter pin and bend end 60. INSTALLATION
(1) If necessary, install the tie rod ends in the
tube. Position the tie rod clamp (Fig. 3) and tighten
PI T M AN ARM to 27 Nm (20 ft. lbs.).
(2) Install the tie rod on the drag link and steering
REMOVAL knuckle.
(1) Remove the cotter pin and nut from the drag (3) Tighten the ball stud nut on the steering
link at the pitman arm. knuckle to 47 Nm (35 ft. lbs.). Tighten the ball stud
(2) Remove the drag link ball stud from the pit- nut to drag link to 47 Nm (35 ft. lbs.) torque. Install
man arm with a puller. new cotter pins.
(3) Remove the nut and washer from the steering
gear shaft. Mark the pitman shaft and pitman arm
for installation reference. Remove the pitman arm
from steering gear with Puller C-4150A (Fig. 2).
INSTALLATION
(1) Align and install the pitman arm on steering
gear shaft.
(2) Install the washer and nut on the shaft and
tighten the nut to 251 Nm (185 ft. lbs.).
(3) Install drag link ball stud to pitman arm.
Install nut and tighten to 81 Nm (60 ft. lbs.). Install
a new cotter pin.
T I E ROD EN D
Fig. 3 Tie Rod
REMOVAL
1 - TIE ROD CLAMP
(1) Remove the cotter pins and nuts at the steer- 2 - DRAG LINK CLAMPS
ing knuckle and drag link (Fig. 1).
19 - 20 PUMP TJ
PU M P
TABLE OF CONTENTS
page page
PUMP OPERATION - RETURN LINE . . . . . . . . . . . . 24

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 20 FLUID
DIAGNOSIS AND TESTING - PUMP LEAKAGE . 20 STANDARD PROCEDURE - POWER
STANDARD PROCEDURE - POWER STEERING FLUID LEVEL CHECKING . . . . . . 24
STEERING PUMP - INITIAL OPERATION . . . . 20 POWER STEERING PRESSURE SWITCH
REMOVAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24
REMOVAL - 4.0L . . . . . . . . . . . . . . . . . . . . . . 21 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
REMOVAL - 2.4L . . . . . . . . . . . . . . . . . . . . . . 21 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
INSTALLATION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25
INSTALLATION - 4.0L ................ . . 21 PULLEY
INSTALLATION - 2.4L ................ . . 22 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 23 RESERVOIR
SPECIAL TOOLS REMOVAL
POWER STEERING PUMP . . . . . . . . . . . . . . 23 REMOVAL - 4.0L . . . . . . . . . . . . . . . . . . . . . . 26
HOSES REMOVAL - 2.4L . . . . . . . . . . . . . . . . . . . . . . 26
DESCRIPTION INSTALLATION
DESCRIPTION - PRESSURE LINE ...... . . 24 INSTALLATION - 4.0L ........... . . . . . . . 26
DESCRIPTION - RETURN LINE . . . . . . . . . . . 24 INSTALLATION - 2.4L ........... . . . . . . . 26
OPERATION
OPERATION - PRESSURE LINE . . . . . . . . . . 24
PU M P DIAGNOSIS AND TESTING - PUMP LEAKAGE

(1) Possible areas of pump leakage (Fig. 2).
DESCRIPTION
Hydraulic pressure for the power steering system STANDARD PROCEDURE - POWER STEERING
is provided by a belt driven power steering pump PUMP - INITIAL OPERATION
(Fig. 1). The pump shaft has a pressed-on high
strength plastic drive pulley that is belt driven by WARNING: THE FLUID LEVEL SHOULD BE
the crankshaft pulley. The reservoir is attached to CHECKED WITH ENGINE OFF TO PREVENT INJURY
the pump body with spring clips on the 4.0L engine. FROM MOVING COMPONENTS.
A remote pump reservoir is used on the 2.4L engine
mounted to the fan shroud. The power steering pump
is connected to the steering gear by the pressure and
return hoses.
OPERATION
The power steering pump is a constant flow rate
not overfill.
and displacement, vane-type pump. The pump inter-
nal parts operate submerged in fluid. The flow con- Wipe filler cap clean, then check the fluid level.
trol orifice is part of the high pressure line fitting. The dipstick should indicate COLD when the fluid is
The pressure relief valve inside the flow control valve at normal ambient temperature.
limits the pump pressure. (1) Fill the pump fluid reservoir to the proper level
and let the fluid settle for at least two minutes.
NOTE: Power steering pumps have different pres-
(2) Start the engine and let run for a few seconds
sure rates and are not interchangeable with other
then turn engine off.
pumps.
TJ PUMP 19 - 21
PU M P (Cont inue d)
(3) Add fluid if necessary. Repeat the above proce-
dure until the fluid level remains constant after run-
ning the engine.
(4) Raise the front wheels off the ground.
(5) Slowly turn the steering wheel right and left,
lightly contacting the wheel stops at least 20 times.
(6) Check the fluid level add if necessary.
(7) Lower the vehicle, start the engine and turn
the steering wheel slowly from lock to lock.
(8) Stop the engine and check the fluid level and
refill as required.
(9) If the fluid is extremely foamy or milky look-
ing, allow the vehicle to stand a few minutes and
repeat the procedure.
CAUTION: Do not run a vehicle with foamy fluid for

an extended period. This may cause pump damage.
REM OVAL
REMOVAL - 4. 0L
Fig. 1 Pump With Integral Reservoir (1) Remove serpentine drive belt, (Refer to 7 -
1 - CAP
2 - FLUID RESERVOIR (TYPICAL) REMOVAL).
3 - HIGH-PRESSURE FITTING (2) Remove pressure and return hoses from pump
4 - DRIVE PULLEY
5 - PUMP BODY
and drain the pump.
6 - RESERVOIR CLIP (3) Loosen the pump bracket bolt at the engine
block.
(4) Remove 3 pump mounting bolts (Fig. 3)
through pulley access holes.
(5) Tilt pump downward and remove from engine.
(6) Remove pulley from pump. (Refer to 19 -
STEERING/PUMP/PULLEY - REMOVAL).
REMOVAL - 2. 4L
(1) Remove serpentine drive belt, (Refer to 7 -
REMOVAL).
(2) Remove pressure and return hoses from pump
and drain the pump.
(3) Remove 3 pump mounting bolts (Fig. 4)
through pulley access holes.
(4) Loosen the 3 pump bracket bolts.
(5) Tilt pump downward and remove from engine.
(6) Remove pulley from pump. (Refer to 19 -
STEERING/PUMP/PULLEY - REMOVAL).
I N STALLAT I ON
(1) Install pulley on pump. (Refer to 19 - STEER-
ING/PUMP/PULLEY - INSTALLATION).
Fig. 2 Power Steering Pump (2) Install pump on the engine mounting bracket.
(3) Install 3 pump mounting bolts and tighten to
27 Nm (20 ft. lbs.).
19 - 22 PUMP TJ
(4) Tighten pump bracket bolt to 57 Nm (42 ft.
lbs.).
(5) Install the pressure line on the pump and
(6) Install return hoses on pump.
(7) Install drive belt, (Refer to 7 - COOLING/AC-
CESSORY DRIVE/DRIVE BELTS - INSTALLA-
TION).
(8) Add power steering fluid, refer to Power Steer-
ing Pump Initial Operation. (Refer to 19 - STEER-
ING/PUMP - STANDARD PROCEDURE).
(1) Install pulley on pump. (Refer to 19 - STEER-
ING/PUMP/PULLEY - INSTALLATION).
(2) Install pump on the engine mounting bracket.
(3) Tighten pump bracket bolts to 47 Nm (35 ft.
lbs.).
(4) Install 3 pump mounting bolts and tighten to
27 Nm (20 ft. lbs.).
(5) Install the pressure line on the pump and
Fig. 3 Pump Mounting 4.0L
(6) Install return hoses on pump.
1 - PUMP ASSEMBLY
2 - PUMP BRACKET
(7) Install drive belt, (Refer to 7 - COOLING/AC-
CESSORY DRIVE/DRIVE BELTS - INSTALLA-
TION).
(8) Add power steering fluid, refer to Power Steer-
ing Pump Initial Operation. (Refer to 19 - STEER-
ING/PUMP - STANDARD PROCEDURE).

8 - CLAMPS
9 - STEERING GEAR
TJ PUMP 19 - 23
SPECI FI CAT I ON S
TORQUE CHART

Power Steering Pump 28 21
Bracket to Pump
Bracket to 4.0L Engine
Bracket to 2.4L Engine
Flow Control Valve
Pressure Line
SPECI AL T OOLS
POWER STEERING PUMP
Puller C-4333
Analyzer Set, Power Steering Flow/Pressure 6815
Installer, Power Steering Pulley C-4063B
Adapters, Power Steering Flow/Pressure Tester

6893
19 - 24 PUMP TJ
H OSES pump and system if any other fluid is used, and do

not overfill.
The power steering fluid level can be viewed on the
DESCRI PT I ON dipstick attached to the filler cap. There are two
ranges listed on the dipstick, COLD and HOT. Before
DESCRIPTION - PRESSURE LINE opening power steering system, wipe the reservoir
The hose consists of two metal ends and rubber filler cap free of dirt and debris. Remove the cap and
center section that contains a tuning cable. check the fluid level on its dipstick. When the fluid is
at normal ambient temperature, approximately 21C
DESCRIPTION - RETURN LINE to 27C (70F to 80F), the fluid level should read
Power steering return line is a hose which is between the minimum and maximum area of the cold
clamped at the pump and the gear. range. When the fluid is hot, fluid level is allowed to
read up to the highest end of the HOT range. Only
add fluid when the vehicle is cold.
OPERAT I ON Use only Mopart ATF+4 Do not overfill the
power steering system.
OPERATION - PRESSURE LINE
Power steering pressure line, is used to transfer
high pressure power steering fluid, from the power POWER ST EERI N G PRESSU RE
steering pump to the power steering gear. SWI T CH
OPERATION - RETURN LINE DESCRIPTION
Power steering return line, is used to transfer low A pressure sensing switch (Fig. 5) is included in
pressure power steering fluid, from the power steer- the power steering system (mounted on the high-
ing gear to the power steering pump. pressure line). This switch will be used only on vehi-
cles equipped with a 2.4L engine and power steering.
FLU I D
DESCRIPTION
The recommended fluid for the power steering sys-
tem is Mopart ATF +4.
Mopart ATF+4, when new is red in color. The
ATF+4 is dyed red so it can be identified from other
fluids used in the vehicle such as engine oil or anti-
freeze. The red color is not permanent and is not an
indicator of fluid condition, As the vehicle is driven,
the ATF+4 will begin to look darker in color and may
eventually become brown. THIS IS NORMAL.
ATF+4 also has a unique odor that may change with
age. Consequently, odor and color cannot be used to
indicate the fluid condition or the need for a fluid
change.
Fig. 5 2.4L POWER STEERING PRESSURE SWITCH
STANDARD PROCEDURE - POWER STEERING 1 - PRESSURE SWITCH
2 - PRESSURE HOSE
FLUID LEVEL CHECKING 3 - POWER STEERING PUMP AND PULLEY ASSEMBLY
WARNING: FLUID LEVEL SHOULD BE CHECKED OPERATION

WITH THE ENGINE OFF TO PREVENT PERSONAL The power steering pressure switch provides an
INJURY FROM MOVING PARTS. input to the Powertrain Control Module (PCM). This
input is provided during periods of high pump load
CAUTION: MOPART ATF+4 is to be used in the and low engine rpm; such as during parking maneu-
power steering system. No other power steering or vers. The PCM will then increase the idle speed
automatic transmission fluid is to be used in the through the Idle Air Control (IAC) motor. This is
system. Damage may result to the power steering done to prevent the engine from stalling under the
increased load.
TJ PUMP 19 - 25
POWER ST EERI N G PRESSU RE SWI T CH (Cont inue d)
When steering pump pressure exceeds 5860 kPa
690 kPa (850 psi 100 psi), the normally closed
switch will open and the PCM will increase the
engine idle speed. This will prevent the engine from
stalling.
When pump pressure drops to approximately 1379
kPa (200 psi), the switch circuit will re-close and
engine idle speed will return to its previous setting.
REMOVAL
This switch is not used with 4.0L six-cylinder
engines.
The power steering pressure switch is installed in
the power steering high-pressure hose (Fig. 5).
(1) Disconnect electrical connector from power
steering pressure switch.
(2) Place a small container or shop towel beneath Fig. 6 Pulley Removal
switch to collect any excess fluid. 1 - POWER STEERING PUMP DRIVE PULLEY
(3) Remove switch. Use back-up wrench on power 2 - SPECIAL TOOL C-4333
steering line to prevent line bending.
(1) Replace pulley if bent, cracked, or loose.
INSTALLATION (2) Install pulley on pump with Installer C-4063-B
This switch is not used with 4.0L six-cylinder or equivalent installer (Fig. 7). The pulley must be
engines. flush with the end of the shaft. Ensure the tool and
(1) Install power steering switch into power steer- pulley are aligned with the pump shaft.
ing line.
(2) Tighten to 1422 Nm (124195 in. lbs.) torque.
(3) Connect electrical connector to switch.
(4) Check power steering fluid and add as neces-
sary.
(5) Start engine and again check power steering
fluid. Add fluid if necessary.
PU LLEY
REMOVAL
CAUTION: On vehicles equipped with the 4.0L, Do
not reuse the old power steering pump pulley it is
not intended for reuse. A new pulley must be
installed if removed. Fig. 7 Pulley Installation
1- POWER STEERING PUMP DRIVE PULLEY
(1) Remove pump assembly. 2 - SPECIAL TOOL C-4063-B
(2) Remove pulley from pump with Puller C-4333
or equivalent puller (Fig. 6). (3) Install pump assembly.
(4) With Serpentine Belt, run engine until warm (5
INSTALLATION min.) and note any belt chirp. If chirp exists, move
pulley outward approximately 0.5 mm (0.020 in.). If
NOTE: The pulley is marked front for installation. noise increases, press on 1.0 mm (0.040 in.). Be
careful that pulley does not contact mounting
bolts.
CAUTION: On vehicles equipped with the 4.0L, Do
not reuse the old power steering pump pulley it is
not intended for reuse. A new pulley must be
installed if removed.
19 - 26 PUMP TJ
RESERV OI R
REM OVAL
REMOVAL - 4. 0L
(1) Remove power steering pump. (Refer to 19 -
STEERING/PUMP - REMOVAL).
(2) Clean exterior of pump.
(3) Clamp the pump body in a soft jaw vice.
(4) Pry up tab and slide the retaining clips off
(Fig. 8).
NOTE: Use new retaining clips for installation.

8 - CLAMPS
9 - STEERING GEAR
I N STALLAT I ON
(1) Lubricate new O-ring Seal with Mopar Power
Steering Fluid or equivalent.
(2) Install O-ring seal in housing.
(3) Install reservoir onto housing.
(4) Slide and tap in new reservoir retainer clips
until tab locks to housing.
Fig. 8 Pump Reservoir Clips (5) Install power steering pump. (Refer to 19 -
STEERING/PUMP - INSTALLATION).
1 - RESERVOIR
2 - RETAINING CLIPS (6) Add power steering fluid, (Refer to 19 -
STEERING/PUMP - STANDARD PROCEDURE).
(5) Remove fluid reservoir from pump body.
Remove and discard O-ring seal. INSTALLATION - 2. 4L
(1) Slide reservoir down onto the fan shroud
REMOVAL - 2. 4L mount until it clicks in place.
(1) Remove the pump return hoses from the reser- (2) Install the push-in fastener.
voir and drain the reservoir. (3) Install the hoses.
(2) Remove the push-in fastener from the reservoir (4) Fill reservoir to proper level, (Refer to 19 -
(Fig. 9). STEERING/PUMP - STANDARD PROCEDURE).
(3) Slide the reservoir up out of the fan shroud
mount.
TJ TRANSMISSION AND TRANSFER CASE 21 - 1
TRANSMISSION AND TRANSFER CASE

page page
MANUAL - NV1500 . . . . . . . . . . . . . . . . . . . . . . . . 1 TRANSFER CASE - NV231 . . . . . . . . . . . . . . . . 196

MANUAL - NV3550 . . . . . . . . . . . . . . . . . . . . . . . 32 TRANSFER CASE - NV241 . . . . . . . . . . . . . . . . 231
AUTOMATIC TRANSMISSION - 42RLE . . . . . . . . 70
M AN U AL - N V 1 5 0 0
TABLE OF CONTENTS
page page
MANUAL - NV1500 INSPECTION .. . . . . . . . . . . . . . . . . . . . . . . . . 10

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DIAGNOSIS AND TESTING ................2 SPECIFICATIONS
REMOVAL .............................2 MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 3 SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . 30
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
M AN U AL - N V 1 5 0 0 OPERATION
The driver selects a particular gear by moving the
DESCRIPTION shift lever to the desired gear position. As the shift
The NV1500 is a 5-speed, constant mesh, fully syn- lever moves the selected shift rail, the shift fork
chronized manual transmission. The transmission is attached to that rail begins to move. The fork is posi-
available in vehicles equipped with a 2.4L engine. tioned in a groove in the outer circumference of the
The transmission gear case consists of two alumi- synchronizer sleeve. As the shift fork moves the syn-
num gear housings and a detachable clutch housing. chronizer sleeve, the synchronizer begins to speed-up
The mainshaft is supported by two sealed ball or slow down the selected gear (depending on
bearings, and the countershaft is supported by two whether we are up-shifting or down-shifting). The
tapered roller bearings. The transmission gears all synchronizer does this by having the synchronizer
rotate on caged type needle bearings. A roller bearing hub splined to the mainshaft, or the countershaft in
is used between the input and output shaft. some cases, and moving the blocker ring into contact
The Transmission has a single shaft shift mecha- with the gears friction cone. As the blocker ring and
nism with three shift forks all mounted on the shaft. friction cone come together, the gear speed is brought
The shaft is supported in the front and rear housings up or down to the speed of the synchronizer. As the
by bushings. Internal shift components consist of the two speeds match, the splines on the inside of the
forks, shaft, shift lever socket, and detent compo- synchronizer sleeve become aligned with the teeth on
nents. the blocker ring and the friction cone and eventually
The drain plug in on the bottom of the transmis- will slide over the teeth, locking the gear to the
sion and fill plug is on the side. mainshaft, or countershaft, through the synchronizer.
21 - 2 MANUAL - NV1500 TJ
M AN U AL - N V 1 5 0 0 (Cont inue d)
DIAGNOSIS AND TESTING whine that is audible, but generally only at extreme
speeds.
LOW LUBRICANT LEVEL Severe, highly audible transmission noise is gener-
A low transmission lubricant level is generally the ally the initial indicator of a lubricant problem.
result of a leak, inadequate lubricant fill, or an incor- Insufficient, improper, or contaminated lubricant will
rect lubricant level check. promote rapid wear of gears, synchros, shift rails,
Leaks can occur at the mating surfaces of the gear forks and bearings. The overheating caused by a
case, intermediate plate and adaptor or extension lubricant problem, can also leads to gear and bearing
housing, or from the front/rear seals. A suspected damage.
leak could also be the result of an overfill condition.
Leaks at the rear of the extension or adapter hous- REMOVAL
ing will be from the housing oil seals. Leaks at com- (1) With vehicle in neutral, position vehicle on
ponent mating surfaces will probably be the result of hoist.
inadequate sealer, gaps in the sealer, incorrect bolt (2) Support engine with jack stand. Position wood
tightening, or use of a nonrecommended sealer. block between jack and oil pan to avoid damaging
A leak at the front of the transmission will be from pan.
either the front bearing retainer or retainer seal. (3) Remove skid plate/crossmember.
Lubricant may be seen dripping from the clutch (4) Support transmission with a trans jack.
housing after extended operation. If the leak is (5) Remove transmission mount from transmission
severe, it may also contaminate the clutch disc caus- and exhaust.
ing the disc to slip, grab, and/or chatter. (6) Remove propeller shafts.
A correct lubricant level check can only be made (7) Remove transfer case shift linkage and vent
when the vehicle is level. Also allow the lubricant to hose.
settle for a minute or so before checking. These rec- (8) Remove wiring connectors from transmission
ommendations will ensure an accurate check and and transfer case.
avoid an underfill or overfill condition. Always check (9) Remove transfer case.
the lubricant level after any addition of fluid to avoid (10) Remove slave cylinder from clutch housing.
an incorrect lubricant level condition. (11) Remove starter.
(12) Remove transmission dust shield.
HARD SHIFTING (13) Lower trans jack enough to remove shift
Hard shifting is usually caused by a low lubricant tower bolts.
level, improper, or contaminated lubricants. The con- (14) Lower transmission jack and remove trans-
sequence of using nonrecommended lubricants is mission from under vehicle.
noise, excessive wear, internal bind, and hard shift- (15) Pull transmission jack rearward (Fig. 1) until
ing. Substantial lubricant leaks can result in gear, input shaft clears clutch.
shift rail, synchro, and bearing damage. If a leak
goes undetected for an extended period, the first indi-
cations of component damage are usually hard shift-
ing and noise.
Shift component damage, incorrect clutch adjust-
ment, or a damaged clutch pressure plate or disc are
additional probable causes of increased shift effort.
Incorrect adjustment or a worn/damaged pressure
plate or disc can cause incorrect release. If the clutch
problem is advanced, gear clash during shifts can
result. Worn or damaged synchro rings can cause
gear clash when shifting into any forward gear. In
some new or rebuilt transmissions, new synchro
rings may tend to stick slightly causing hard or noisy
shifts. In most cases, this condition will decline as
the rings wear-in.
Fig. 1 TRANSMISSION ASSEMBLY
TRANSMISSION NOISE
1 - CLUTCH HOUSING
Most manual transmissions make some noise dur- 2 - TRANSMISSION JACK
ing normal operation. Rotating gears generate a mild 3 - TRANSMISSION
TJ MANUAL - NV1500 21 - 3
(16) Remove clutch release bearing, release fork (4) Remove shift tower bolts and remove tower and
and retainer clip (Fig. 2). lever assembly (Fig. 4).
Fig. 4 SHIFT TOWER

Fig. 2 CLUTCH RELEASE BEARING
1 - SHIFT TOWER AND LEVER ASSEMBLY
1 - FORK 2 - SHIFT SOCKET
2 - BEARING 3 - SEAL
3 - CLIP
(5) Remove shift shaft lock bolt (Fig. 5). Bolt

(17) Remove clutch housing from transmission.
secures the shift shaft bushing and lever.
DISASSEMBLY
FRONT HOUSING
(1) Shift transmission into Neutral.
(2) Remove drain plug and drain lubricant into a
container.
(3) Remove backup light switch (Fig. 3).
Fig. 5 SHIFT SHAFT BUSHING LOCK BOLT

1 - SHIFT SHAFT LOCK BOLT
2 - SHAFT SOCKET
Fig. 3 BACKUP LIGHT SWITCH

1 - BACKUP LAMP SWITCH
(6) Remove shift shaft detent plug with Remover (9) Remove bearing retainer from input shaft with
8117A (Fig. 6). a pry tool (Fig. 8).
Fig. 6 DETENT PULLER

1 - REMOVER
2 - DETENT PLUG
Fig. 8 INPUT SHAFT BEARING RETAINER
(7) Remove shift shaft detent plunger and spring 1 - BEARING RETAINER
2 - OIL FEED
with a pencil magnet.
(8) Remove input shaft bearing retainer bolts (Fig. (10) Remove snap ring securing input shaft in
7). front bearing (Fig. 9).
Fig. 9 INPUT SHAFT SNAP RING

1 - INPUT SHAFT SNAP RING
2 - OIL FEED
Fig. 7 BEARING RETAINER BOLTS

1 - BOLTS (5)
2 - BEARING RETAINER
(11) Remove front housing bolts (Fig. 10). Leave (12) Tap front housing off alignment dowels with a
one bolt in place until geartrain is ready to be plastic mallet and separate the housing.
removed from case. Three bolts at the rear of housing (13) Remove input shaft bearing (Fig. 11).
are for the output shaft bearing retainer.
Fig. 11 INPUT SHAFT/COUNTERSHAFT BEARING

1 - COUNTERSHAFT FRONT BEARING RACE
2 - INPUT SHAFT BEARING
3 - FRONT HOUSING
(14) Note position of input shaft, shift shaft, forks,

and geartrain components in housing (Fig. 12).
Fig. 10 HOUSING AND BEARING RETAINER BOL

1 - RETAINER BOLTS
2 - HOUSING BOLTS
3 - RETAINER BOLT
4 - HOUSING BOLT LOCATIONS
Fig. 12 GEARTRAIN AND SHIFT COMPONENT

1 - SHIFT SHAFT
2 - BUSHING
3 - REAR HOUSING
4 - REVERSE IDLER AND SUPPORT
5 - OUTPUT SHAFT AND GEARS
6 - COUNTERSHAFT
7 - 1-2 FORK
8 - INPUT SHAFT
9 - 3-4 FORK
SHIFT SHAFT, SHIFT FORKS AND REVERSE IDLER
(1) Drive out roll pin that secures shift bushing
and lever to shift shaft with a hammer and punch
(Fig. 13).
Fig. 15 SHIFT SOCKET AND ROLL PIN

1 - SHAFT BORE
2 - ROLL PIN
3 - SHIFT SOCKET
(6) Remove lever and bushing (Fig. 16).
Fig. 13 SHIFT SHAFT LEVER & BUSHING ROLL PIN

1 - PIN PUNCH
2 - BUSHING AND LEVER
3 - SHIFT SHAFT
(2) Position shift socket off to the side so roll pin

removal does not interfere with gears.
(3) Drive out shift socket roll pin with a hammer
and punch.
NOTE: Use proper size punch to prevent damage to Fig. 16 SHIFT SHAFT LEVER AND BUSHING
the shift shaft.
1 - SHAFT LEVER AND BUSHING
2 - 3-4 FORK
(4) Pull shift shaft straight out of rear housing and
shift forks (Fig. 14). (7) Rotate 3-4 fork around synchro sleeve until
fork clears shift arms on 1-2 and fifth-reverse forks,
then remove 3-4 fork (Fig. 17).
Fig. 14 SHIFT SHAFT

1 - SHIFT SHAFT
2 - 3-4 FORK
3 - SHAFT DETENT NOTCHES Fig. 17 3-4 SHIFT FORK
1 - 3-4 FORK
(5) Remove shift socket from rear housing (Fig. 2 - 1-2 AND 5TH-REVERSE FORK ARMS
15). 3 - 3-4 SYNCHRO SLEEVE
(8) Remove front reverse idler shaft support bolt
and loosen rear bolt (Fig. 18).

1 - BEARING RETAINER BOLT
2 - REAR HOUSING
Fig. 18 REVERSE IDLER SHAFT/SUPPORT BOLT
1 - SUPPORT BOLT
2 - SHAFT BOLT
(9) Remove reverse idler shaft support by sliding it

straight out of housing.
(10) Remove rear reverse idler shaft bolt.
(11) Remove reverse idler shaft, idler gear, bearing
and thrust washer (Fig. 19).
Fig. 21 REAR HOUSING

GEARTRAIN
(1) Remove 1-2 and fifth-reverse forks from syn-
chro sleeves.
(2) Separate countershaft from mainshaft.
(3) Separate input shaft from output shaft.
Fig. 19 REVERSE IDLER ASSEMBLY COUNTERSHAFT

1 - SUPPORT
(1) Remove countershaft front and rear bearing
2 - BEARING with Puller 8356.
3 - WASHER (2) Remove rear bearing race (in rear housing)
4 - GEAR
5 - SHAFT with Bearing Race Remover L-4454. Install new race
with Driver C-4656 and Driver Handle C-4171.
GEARTRAIN (3) Remove bearing shim cap from front housing
(1) Remove output shaft bearing retainer bolts (below input shaft bearing retainer). Remove shim.
(Fig. 20). Drive race through and out of housing with Driver
(2) Hold the geartrain while lifting the rear hous- C-4656 and Driver Handle C-4171. Install new race into
ing off (Fig. 21). housing from outside. Do not drive all the way into
position. Tightening the shim cap will install the
race to the proper position. Install shim and shim
cap and torque cap bolts to 28.5 Nm (21 ft. lbs.).
OUTPUT SHAFT (6) Remove second gear and needle bearing (Fig.
24).
NOTE: Synchronizer hubs and sleeves are different.
Remove synchronizer unit as an assembly to avoid
intermixing parts. Mark each synchro hub and
sleeve for assembly reference.
(1) Remove snap ring that secures 3-4 synchro hub

on output shaft.
(2) Remove 3-4 synchro assembly, third gear syn-
chro ring and third gear with a shop press and Split-
ter 1130. Position splitter between second and third
gears.
(3) Remove third gear needle bearing (Fig. 22).
Fig. 24 SECOND GEAR AND NEEDLE BEARING

1 - SECOND GEAR
2 - SECOND GEAR NEEDLE BEARING
(7) Remove 2nd-3rd gear thrust washer locating

pin.
(8) Remove second gear synchro ring and synchro
cone.
(9) Remove 1-2 synchro hub snap ring.
(10) Remove 1-2 synchro hub and sleeve and first
gear from output shaft with shop press and Splitter
Fig. 22 THIRD GEAR NEEDLE BEARING 1130 (Fig. 25). Position splitter between first and
reverse gears.
1 - THIRD GEAR NEEDLE BEARING
(4) Remove retaining ring that secures two-piece

thrust washer on shaft.
(5) Remove two-piece thrust washer (Fig. 23). Note
position of washer locating lugs in shaft notches for
installation reference.
Fig. 25 1-2 SYNCHRO HUB AND SLEEVE

1 - 1-2 SYNCHRO HUB AND SLEEVE
2 - BEARING SPLITTER
Fig. 23 TWO-PIECE THRUST WASH

1 - WASHER (2 HALVES)
2 - PIN RELIEF
3 - PIN
(11) Remove first gear needle bearing (Fig. 26).
Fig. 28 FIFTH GEAR

1 - FIFTH GEAR AND SYNCHRO RING
Fig. 26 FIRST GEAR NEEDLE BEARING

1 - FIRST GEAR NEEDLE BEARING
(12) Remove output shaft bearing snap ring (Fig.

27).
Fig. 29 FIFTH GEAR NEEDLE BEARING

1 - FIFTH GEAR NEEDLE BEARING
Fig. 27 OUTPUT SHAFT BEARING SNAP RING

1 - OUTPUT SHAFT BEARING
2 - BEARING SNAP RING
3 - SNAP RING PLIERS
(13) Remove output shaft bearing from shaft with

shop press and Splitter 1130. Position splitter
between bearing and fifth gear.
(14) Remove fifth gear (Fig. 28).
(15) Remove fifth gear needle bearing. Spread
bearing apart just enough to clear shoulder on output
shaft (Fig. 29).
Fig. 30 FIFTH REVERSE SYNCHRO HUB SNAP
(16) Remove fifth-reverse synchro hub snap ring
RING
(Fig. 30).
1 - FIFTH-REVERSE SYNCHRO HUB AND SLEEVE
2 - SYNCHRO HUB SNAP RING
21 - 10 MANUAL - NV1500 TJ
(17) Remove fifth-reverse synchro hub and sleeve Clean the shaft bearings with a mild solvent such
with shop press (Fig. 31). as Mopart degreasing solvent, Gunk, or similar sol-
vents. Do not dry the bearings with compressed air.
Allow the bearings to either air dry, or wipe them dry
with clean shop towels.
INSPECTION
NOTE: Minor nicks on the surface can be smoothed
off with 320/420 grit emery cloth and final polished
with oil coated crocus cloth.
SHIFT LEVER ASSEMBLY

The shift lever assembly is not serviceable. Replace
the lever and shift tower as an assembly if the tower,
lever, lever ball or internal components are worn or
damaged.
SHIFT SHAFT AND FORKS

Inspect the shift fork interlock arms and synchro
sleeve contact surfaces (Fig. 33). Replace any fork
exhibiting wear or damage in these areas. Do not
attempt to salvage shift forks.
Check condition of the shift shaft detent plunger
and spring. The plunger should be smooth and free of
nicks or scores. Replace the plunger and spring if in
Fig. 31 FIFTH-REVERSE SYNCHRO HUB AND doubt about condition. Check condition of detent
SLEEVE plunger bushings. Replace if damaged.
Inspect the shift shaft, shift shaft bushing and
1 - PRESS
2 - FIFTH-REVERSE SYNCHRO HUB AND SLEEVE bearing. The shaft lever and the lever bushing that
3 - REVERSE GEAR fits over the lever. Replace the shaft if bent, cracked
4 - OUTPUT SHAFT or severely scored. Replace the shift shaft bushing or
bearing if damaged.
(18) Remove reverse gear and needle bearing (Fig.
Replace the shaft lever and bushing if either part
32).
is deformed or worn. Do not attempt to salvage these
parts as shift fork binding will occur. Replace the roll
pin that secures the lever to the shaft.
FRONT/REAR HOUSINGS AND BEARING

RETAINERS
Clean the gears, shafts, shift components and
transmission housings with a standard parts clean-
ing solvent. Do not use acid or corrosive base sol-
vents. Dry all parts except bearings with compressed
air.
Clean the shaft bearings with a mild solvent such
Fig. 32 REVERSE GEAR AND NEEDLE BEARING as Mopar degreasing solvent, Gunk or similar sol-
1 - REVERSE GEAR AND NEEDLE BEARING vents. Do not dry the bearings with compressed air.
Allow the bearings to either air dry or wipe them dry
CLEANING with clean shop towels.
Clean the gears, shafts, shift components and Inspect the housings carefully for cracks, stripped
transmission housings with a standard parts clean- threads, scored mating surfaces, damaged bearing
ing solvent. Do not use acid or corrosive base sol- bores or worn dowel pin holes.
vents. Dry all parts except bearings with compressed
air.
TJ MANUAL - NV1500 21 - 11
Fig. 33 SHIFT FORKS AND SHAFT

1 - SHIFT SHAFT 4 - 3-4 SHIFT FORK
2 - SHAFT LEVER 5 - 1-2 SHIFT FORK
3 - SHAFT LEVER BUSHING 6 - FIFTH-REVERSE SHIFT FORK
NOTE: The front housing contains the countershaft

front bearing race. The rear housing contains the
countershaft rear bearing race. If a countershaft
bearing failure results, the bearing races must be
replaced also.
Inspect input shaft bearing retainer. Be sure the

release bearing slide surface of the retainer is in
good condition. Replace the retainer seal if necessary.
Inspect output shaft bearing retainer. Be sure the
U-shaped retainer is flat and free of distortion.
Replace the retainer if the threads are damaged or if
the retainer is bent or cracked.
COUNTERSHAFT BEARINGS AND RACES

The countershaft bearings are standard tapered
roller bearings with matching races. The races are Fig. 34 REVERSE IDLER ASSEMBLY
pressed into the front and rear housings. Inspect 1 - SUPPORT
countershaft bearings and races for abnormal wear 2 - BEARING
3 - WASHER
or damage. 4 - GEAR
5 - SHAFT
REVERSE IDLER COMPONENTS
Inspect idler gear, bearing, shaft, thrust washer Replace thrust washer, if cracked, chipped or worn.
and support for excessive wear or failure (Fig. 34). Replace idler gear if the teeth are chipped, cracked or
Replace bearing if any of the needle bearing rollers worn thin. Replace shaft if worn, scored or the bolt
are worn, chipped, cracked, flat-spotted or brinnelled. threads are damaged beyond repair. Replace support
Also replace the bearing if the plastic bearing cage is segment if cracked or chipped and replace the idler
damaged or distorted. attaching bolts if the threads are damaged.
21 - 12 MANUAL - NV1500 TJ
Shift Socket
Inspect shift socket for wear or damage. Replace
socket if the roll pin or shift shaft bores are dam-
aged. Replace socket if the ball seat is worn, or
cracked. Do not reuse the original shift socket roll
pin. The socket roll pin is approximately is approxi-
mately 33 mm (1-1/4 in.) long.
Output Shaft And Geartrain

Inspect all gears for worn, cracked, chipped or bro-
ken teeth. Check condition of the bearing bore in
each gear. The bores should be smooth and free of
surface damage. Discoloration of the gear bores is a
normal occurrence and is not a reason for replace-
ment. Replace gears only when tooth damage has
occurred or if the bores are brinnelled or severely
scored.
Inspect shaft splines and bearings surfaces.
Replace the shaft if the splines are damaged or bear-
ing surfaces are deeply scored, worn or brinnelled.
Fig. 35 ASSEMBLED SYNCHRO COMPONENTS
ASSEMBLY
1 - SLEEVE
2 - HUB SHOULDER
SYNCHRONIZER 3 - SPRING (3)
4 - STRUT (3)
NOTE: The easiest method of assembling each syn- 5 - DETENT BALL (3)
6 - HUB
chro is to install the springs, struts and detent balls
one at a time. OUTPUT SHAFT
(1) Slide the sleeve part way onto the hub. Leave
NOTE: Lubricate shaft, gears and bearings with rec-
enough room to install the spring in the hub and the
ommended lubricant and immerse each synchro
strut in the hub groove.
ring in lubricant before installation. Petroleum jelly
(2) Install first spring in the hub and then install
can be used to hold parts in place.
a strut over the spring. Verify spring is seated in the
spring bore in the strut. (1) Install reverse gear needle bearing on shaft
(3) Slide the sleeve onto the hub just far enough to (Fig. 36). Slide bearing up against shoulder on output
hold the first strut and spring in place. shaft.
(4) Place detent ball in the top of the strut. Then
work the sleeve over the ball to hold it in place. Use
a small flat blade screwdriver to press the ball into
place while moving the sleeve over it.
(5) Repeat procedure for the remaining springs,
struts and balls. Tape or rubber band each strut and
ball temporarily as they are installed.
(6) Verify the three springs, struts and detent balls
are all in place (Fig. 35).
Fig. 36 REVERSE GEAR BEARING

1 - REVERSE GEAR BEARING
2 - SHOULDER
TJ MANUAL - NV1500 21 - 13
(2) Install reverse gear over needle bearing (Fig.
37).
Fig. 37 REVERSE GEAR

1 - REVERSE GEAR
(3) Install solid brass synchro ring on reverse gear

(Fig. 38).
NOTE: This synchro ring is different than all the

rest. The angle on the friction face is 9 versus the
6.5 of all the other synchro rings. Fig. 39 FIFTH-REVERSE SYNCHRO ASSEMBLY
1 - SPACER
2 - PRESS RAM
3 - REVERSE GEAR
4 - FIFTH-REVERSE SYNCHRO ASSEMBLY
5 - CUP
6 - PRESS BLOCKS
7 - OUTPUT SHAFT
(5) Install new fifth-reverse hub snap ring (Fig.

40) and verify snap ring is seated in the shaft groove.
NOTE: Install thickest snap ring that will fit in shaft

groove.
Fig. 38 REVERSE GEAR SYNCHRO RING
1 - REVERSE GEAR
2 - SYNCHRO RING (SOLID BRASS)
(4) Start fifth-reverse synchro assembly on output

shaft splines by hand. Then seat synchro onto shaft
with shop press and Cup 6310-1 (Fig. 39).
CAUTION: Fifth-reverse synchro hub and sleeve

can be installed backwards. One side of the sleeve
has double grooves and offset teeth. This side must
be installed away from reverse gear (towards 5th).
NOTE: The synchro hub is a press fit design. There

may be instances where the press is not necessary.
As long as there is a snug fit between the hub and
the shaft, the hub does not need to be replaced. Fig. 40 FIFTH-REVERSE SYNCHRO HUB SNAP
RING
2 - SNAP RING
3 - PRESS BED
4 - PRESS BLOCKS
21 - 14 MANUAL - NV1500 TJ
(6) Install fifth gear synchro ring in synchro hub (8) Install fifth gear on shaft and onto bearing
and sleeve (Fig. 41). (Fig. 43).
Fig. 43 FIFTH GEAR

Fig. 41 FIFTH GEAR SYNCHRO RING
1 - FIFTH GEAR
1 - FIFTH-SPEED SYNCHRO RING 2 - BEARING
(9) Install output shaft bearing.
(7) Install fifth gear bearing, spreading bearing
(10) Install output shaft bearing snap ring, spread
only enough to clear shoulder on output shaft (Fig.
snap ring only enough to install it (Fig. 44). Verify
42). Verify bearing is seated.
snap ring is seated in shaft groove.
Fig. 42 FIFTH GEAR BEARING Fig. 44 OUTPUT SHAFT BEARING

1 - SHAFT SHOULDER 1 - BEARING SNAP RING
2 - FIFTH GEAR BEARING 2 - HEAVY DUTY SNAP RING PLIERS
TJ MANUAL - NV1500 21 - 15
(11) Invert output shaft and set the shaft in Cup (15) Install first gear synchro ring (Fig. 47).
6310-1 so that fifth gear is seated on the tool (Fig. 45).
(12) Install first gear bearing on output shaft (Fig.
45). Verify bearing is seated on shaft shoulder and is
properly joined.
(13) Install synchro cone onto first gear. Verify
synchro cone locating tabs are properly located to the
recesses in first gear.
Fig. 47 FIRST GEAR SYNCHRO RING

1 - FIRST GEAR SYNCHRO RING
2 - CUP
3 - FIRST GEAR
(16) Start 1-2 synchro assembly on shaft by hand

(Fig. 48). Be sure synchro sleeve is properly posi-
tioned.
CAUTION: The 1-2 synchro hub and sleeve can be

installed backwards. One side of the sleeve has a
groove and offset teeth. This side must be installed
towards 1st gear (away from 2nd gear).
Fig. 45 FIRST GEAR BEARING
1 - FIRST GEAR BEARING
2 - SHAFT SHOULDER NOTE: The synchro hub is a press fit design. There
3 - CUP may be instances where the press is not necessary.
4 - PRESS BLOCKS As long as there is a snug fit between the hub and
the shaft, the hub does not need to be replaced.
(14) Install first gear on shaft and over bearing
with bearing synchro cone facing up (Fig. 46).
Fig. 48 START 1-2 SYNCHRO ON SHAFT

Fig. 46 FIRST GEAR 1 - 1-2 SYNCHRO ASSEMBLY
2 - FIRST GEAR
1 - FIRST GEAR 3 - CUP
2 - CUP 4 - SINGLE GROOVE SIDE OF SYNCHRO SLEEVE
3 - BEARING
21 - 16 MANUAL - NV1500 TJ
(17) Press 1-2 synchro onto output shaft with suit-
able size pipe and shop press (Fig. 49).
CAUTION: Align synchro ring and sleeve as hub is

being pressed onto the shaft. The synchro ring can
be cracked if it becomes misaligned.
Fig. 50 1-2 SYNCHRO HUB SNAP RING

1 - 1-2 SYNCHRO
2 - CUP
3 - SYNCHRO SNAP RING
Fig. 49 PRESS 1-2 SYNCHRO ASSEMBLY

1 - SUITABLE SIZE PIPE TOOL
2 - SYNCHRO RING
3 - CUP
4 - 1-2 SYNCHRO ASSEMBLY
5 - PRESS RAM
Fig. 51 SECOND GEAR SYNCHRO RING
(18) Install new 1-2 synchro hub snap ring (Fig. 1 - SECOND GEAR SYNCHRO RING
50) with the thickest snap ring that will fit in shaft 2 - 1-2 SYNCHRO
groove. Verify snap ring is seated in shaft groove. 3 - CUP
(19) Install second gear synchro ring in 1-2 syn-
chro hub and sleeve (Fig. 51). Verify synchro ring is
seated in sleeve.
(20) Install synchro cone into synchro ring.
TJ MANUAL - NV1500 21 - 17
(21) Install second gear needle bearing on shaft (23) Install thrust washer pin to shaft and install
(Fig. 52). two-piece thrust washer (Fig. 54). Verify washer
halves are seated in shaft groove and pin reliefs are
positioned at washer locating pin.
Fig. 52 SECOND GEAR BEARING

1 - SECOND GEAR BEARING
2 - CUP Fig. 54 TWO-PIECE THRUST WASH
1 - WASHER (2 HALVES)
(22) Install second gear onto shaft and bearing 2 - PIN RELIEF
3 - PIN
(Fig. 53). Verify second gear is seated on synchro
components.
(24) Seat retaining ring around two-piece thrust
washer.
(25) Install third gear needle bearing on shaft (Fig.
55).
Fig. 53 SECOND GEAR

1 - CUP
3 - BEARING Fig. 55 THIRD GEAR BEARING
4 - SECOND GEAR 1 - THIRD GEAR BEARING
21 - 18 MANUAL - NV1500 TJ
(26) Install third gear on shaft and bearing (Fig.
56).
Fig. 58 START 3-4 SYNCHRO HUB ON OUTPUT

SHAFT
1 - GROOVED SIDE OF SLEEVE (TO FRONT)
Fig. 56 THIRD GEAR 2 - 3-4 SYNCHRO ASSEMBLY
1 - THIRD GEAR
2 - BEARING (29) Press 3-4 synchro assembly onto output shaft
with shop press and suitable size pipe tool (Fig. 59).
(27) Install third speed synchro ring on third gear Press tool must be as close to the hub center as pos-
(Fig. 57). sible but not contacting the shaft splines.
Fig. 57 THIRD SPEED SYNCHRO RING

1 - THIRD SPEED SYNCHRO RING
2 - THIRD GEAR
(28) Start 3-4 synchro hub on output shaft splines

by hand (Fig. 58).

installed backwards. One side of the sleeve has two
Fig. 59 3-4 SYNCHRO ASSEMBLY ON SHAFT
grooves and offset teeth. This side must be
1 - PRESS RAM
installed towards 3rd gear (away from 4th gear). 2 - PIPE TOOL
3 - 3-4 SYNCHRO
NOTE: The synchro hub is a press fit design. There
may be instances where the press is not necessary.
As long as there is a snug fit between the hub and
the shaft, the hub does not need to be replaced.
TJ MANUAL - NV1500 21 - 19
(30) Install 3-4 synchro hub new snap ring (Fig.
60) with thickest snap ring that will fit in shaft
groove. Verify snap ring is seated in groove.
(31) Verify position of synchro sleeves before pro-
ceeding (Fig. 61).

1 - 3-4 SYNCHRO HUB SNAP RING
2 - HEAVY DUTY SNAP RING PLIERS
Fig. 61 SYNCHRO SLEEVE POSITION

1 - 2 GROOVES 6 - SECOND GEAR
2 - 1 GROOVE 7 - FIRST GEAR
3 - 2 GROOVES 8 - REVERSE GEAR
4 - FOURTH GEAR 9 - FIFTH GEAR
5 - THIRD GEAR
21 - 20 MANUAL - NV1500 TJ
GEARTRAIN (4) Install assembled output shaft and geartrain in
(1) Install input shaft into Support Stand 8355 input shaft (Fig. 64). Rotate output shaft until the
(Fig. 62). 3-4 synchro ring seats in synchro hub and sleeve.
(2) Install pilot bearing in input shaft (Fig. 62).
Fig. 62 INPUT SHAFT AND PILOT BEARING

1 - PILOT BEARING
2 - INPUT SHAFT
3 - STAND
(3) Install fourth gear synchro ring on input shaft

(Fig. 63).
Fig. 64 MAINSHAFT ON SUPPORT STAND

1 - MAIN SHAFT
2 - SUPPORT STAND
Fig. 63 FOURTH GEAR SYNCHRO RING ON INPUT

SHAFT
1 - FOURTH GEAR SYNCHRO RING
2 - INPUT SHAFT
3 - STAND
TJ MANUAL - NV1500 21 - 21
(5) Slide countershaft into fixture slot. Verify coun-
tershaft and output shaft gears are fully meshed
with the mainshaft gears (Fig. 65).
Fig. 66 1-2 AND FIFTH-REVERSE SHIFT FORKS

1 - FIFTH-REVERSE FORK ARM
2 - 1-2 FORK
3 - FIFTH-REVERSE FORK
Fig. 65 COUNTERSHAFT ON SUPPORT STAND

1 - COUNTER SHAFT
2 - MAIN SHAFT
3 - SUPPORT STAND
(6) Thread one Pilot Stud 8120 in center or pas-

senger side hole of output shaft bearing retainer.
Then position retainer on fifth gear.
(7) Assemble 1-2 and fifth reverse-shift forks (Fig.
66). Arm of fifth-reverse fork goes through slot in 1-2
fork.
(8) Install assembled shift forks in synchro sleeves
(Fig. 67). Verify forks are seated in sleeves.
Fig. 67 SHIFT FORKS AND SYNCHROS

1 - FIFTH REVERSE SHIFT FORK
2 - 1-2 SHIFT FORK
21 - 22 MANUAL - NV1500 TJ
REAR HOUSING (7) Tighten all three retainer bolts to 22 Nm (16
(1) Lubricate countershaft rear bearing race. ft. lbs.).
(2) Install rear housing onto geartrain (Fig. 68).
Verify bearing retainer pilot stud is in correct bolt NOTE: All bolts except the reverse idler shaft bolts
hole and countershaft and output shaft bearings are have o-rings to seal the bolts to the transmission
aligned in housing and on countershaft. case. Inspect the o-rings to ensure that they are in
good condition.
Fig. 68 REAR HOUSING

Fig. 70 PILOT STUD AND RETAINER BOLTS
(3) Seat rear housing on output shaft rear bearing
1 - BEARING RETAINER BOLT
and countershaft. Tap housing into place with plastic 2 - REAR HOUSING
or rawhide hammer.
(4) Apply Mopart Gasket Maker or equivalent to REVERSE IDLER
bolt threads, bolt shanks and under bolt heads (Fig. (1) Remove geartrain and housing assembly from
69). support stand with aid of helper.
(2) Assemble shaft, gear and washer (without
bearing or support) and install into housing (Fig. 71).
NOTE: The small shoulder on the reverse idler gear

goes toward the front of the transmission.
Fig. 69 RETAINER AND HOUSING BOLTS

1 - MOPAR GASKET MAKER
2 - RETAINER AND HOUSING BOLTS
3 - APPLY SEALER TO UNDERSIDE OF BOLT HEAD, SHANK
AND THREADS
(5) Start first two bolts in retainer (Fig. 70). It Fig. 71 REVERSE IDLER ASSEMBLY
may be necessary to move retainer rearward (with 1 - SUPPORT
pilot stud) in order to start bolts. 2 - BEARING
3 - WASHER
(6) Remove Pilot Stud 8120 and install last 4 - GEAR
retainer bolt (Fig. 70). 5 - SHAFT
TJ MANUAL - NV1500 21 - 23
(3) Apply Mopart Gasket Maker or equivalent (3) Slide shift shaft through the shift forks (Fig.
sealer to underside of idler shaft and support bolt 73).
heads, bolt shanks and bolt threads (Fig. 69).
(4) Align hole in housing with threaded hole in
shaft and start shaft rear bolt a few threads.
(5) Install bearing into position.
(6) Install segment (Fig. 71), align housing hole
with segment threaded hole, and start support bolt a
few threads.
(7) Tighten large idler shaft bolt to 43 Nm (31.7
ft. lbs.). Tighten small idler shaft bolt to 22 Nm
(16.2 ft. lbs.).
CAUTION: Verify idler shaft and support segment

are properly seated and firmly in place while tight-
ening the shaft bolts. The segment, housing or
shaft threads can be damaged if the idler shaft is
allowed to shift out of position. Fig. 73 SHIFT SHAFT
1 - SHIFT SHAFT
2 - 3-4 FORK
SHIFT SHAFT, SHAFT LEVER AND BUSHING AND SHIFT 3 - SHAFT DETENT NOTCHES
SOCKET
(1) Verify all synchro sleeves are in Neutral posi- (4) Assemble shift shaft shift lever and bushing
tion (centered on hub). (Fig. 74). Slot in bushing must face up and roll pin
hole for lever to align with hole in shaft.
CAUTION: Synchros must all be in Neutral position
to prevent damage to the housings, shift forks and
gears during installation of the two housings.
(2) Install 3-4 shift fork in synchro sleeve (Fig. 72).

Verify groove in fork arm is aligned with grooves in
1-2 and fifth-reverse fork arms.
Fig. 74 SHIFT SHAFT LEVER AND BUSHING

1 - SHAFT LEVER
2 - LEVER BUSHING
3 - BUSHING LOCK PIN SLOT
Fig. 72 3-4 SHIFT FORK

1 - 3-4 FORK
2 - ALIGN GROOVES IN FORK ARMS
21 - 24 MANUAL - NV1500 TJ
(5) Install assembled lever and bushing on shift (7) Align shift socket with shaft and slide shaft
shaft (Fig. 75). through socket and into shift shaft bearing in rear
housing (Fig. 77).

1 - SHIFT SHAFT
Fig. 77 SHIFT SOCKET AND SHAFT
2 - SHAFT LEVER AND BUSHING 1 - SHIFT SOCKET
3 - 3-4 FORK 2 - SHIFT SHAFT
(6) Slide shift shaft through 1-2 and fifth-reverse (8) Rotate shift shaft so detent notches in shaft are
fork and into shift lever opening in rear housing (Fig. facing the TOP of the transmission housing.
76).
CAUTION: Positioning of the shift shaft detent
notch is important. Both of the shaft roll pins can
be installed even when the shaft is 180 off. If this
occurs, transmission will have to be disassembled
to correct shaft alignment.
(9) Select correct new roll pin for shift shaft lever
(Fig. 78). Shaft lever roll pin is approximately 22 mm
(7/8 in.) long. Shift socket roll pin is approximately
33 mm (1-1/4 in.) long.
Fig. 76 LEVER OPENING IN HOUSING

1 - SHIFT SHAFT
Fig. 78 SHAFT LEVER AND SOCKET ROLL PINS

1 - SHAFT LEVER ROLL PIN
2 - SHIFT SOCKET ROLL PIN
TJ MANUAL - NV1500 21 - 25
(10) Align roll pin holes in shift shaft, lever and (13) Align roll pin holes in shift socket and shift
bushing, then start roll pin into shaft lever by hand shaft. Then start roll pin into shift shaft by hand
(Fig. 79). (Fig. 81).
Fig. 79 STARTING ROLL PIN IN SHIFT SHAFT Fig. 81 STARTING ROLL PIN IN SHIFT SOCKET
LEVER 1 - ROLL PIN
1 - SHAFT LEVER ROLL PIN 2 - SHIFT SOCKET
2 - LEVER AND BUSHING 3 - SHIFT SHAFT
(11) Seat shaft lever roll pin with pin punch (Fig. (14) Seat roll pin in shift socket with pin punch.
80). Roll pin must be instaled flush with socket (Fig. 82).
CAUTION: Shaft lever roll pin must be flush with

the surface of the lever. The lever bushing will bind
on the roll pin if the pin is not seated flush.
(12) Verify lock pin slot in lever bushing is posi-

tioned as shown (Fig. 80).
Fig. 82 SEATING SHIFT SOCKET ROLL PIN

Fig. 80 SEATING SHIFT SHAFT LEVER ROLL PIN 1 - PIN PUNCH
1 - BUSHING LOCK PIN SLOT 2 - SHIFT SOCKET
2 - SEAT ROLL PIN FLUSH WITH LEVER 3 - SEAT ROLL PIN FLUSH
4 - SHIFT SOCKET
(15) Verify notches in shift fork arms are aligned.

21 - 26 MANUAL - NV1500 TJ
FRONT HOUSING AND INPUT SHAFT BEARING RETAINER (4) Have helper hold rear housing and geartrain in
(1) If previously removed, install input shaft bear- upright position. Then install front housing on rear
ing in front housing bore (Fig. 83). Install snap ring housing and geartrain.
and use plastic mallet to seat bearing. Bearing goes (5) Work front housing downward onto geartrain
in from front side of housing only. until seated on rear housing.
CAUTION: If the front housing will not seat on the

rear housing, the shift components are not in Neu-
tral, or one or more components are misaligned. Do
not force the front housing into place.
(6) Place transmission in horizontal position.

(7) Apply Mopart Gasket Maker or equivalent to
housing attaching bolts. Apply sealer material sealer
to underside of bolt heads and to bolt shanks and
threads (Fig. 85).
(8) Install and start housing attaching bolts by
hand (Fig. 85). Then tighten bolts to 34 Nm (25 ft.
lbs.).
Fig. 83 INPUT SHAFT AND COUNTERSHAFT

BEARING
1 - SHIFT SHAFT BUSHING
3 - COUNTERSHAFT FRONT BEARING RACE
(2) Apply small amount of petroleum jelly to shift

shaft bushing in front housing (Fig. 84).
(3) Apply 1/8 in. wide bead of Mopart Gasket
Maker or equivalent to mating surfaces of front and
rear housings (Fig. 84).
Fig. 85 HOUSING ATTACHING BOLTS

1 - HOUSING ATTACHING BOLTS (APPLY SEALER
BEFOREHAND)
(9) Install shift shaft bushing lock bolt (Fig. 86).

Apply Mopart Gasket Maker or equivalent to bolt
threads, shank and underside of bolt head before
installation.
CAUTION: If the lock bolt cannot be fully installed,

do not try to force it into place. Either the shift
shaft is not in Neutral, or the shaft bushing (or
lever) is misaligned.
(10) Remove countershaft bearing shim cap and

shim. Attach a dial indicator and move countershaft
front and back to measure shaft end play. The
required countershaft pre-load 0.001-0.003 inches.
Add this amount to the measured amount of counter-
shaft end-play. This gives the amount of shims nec-
Fig. 84 SEALER TO FRONT/REAR HOUSING essary to correctly pre-load the front and rear
1 - HOUSING FLANGE SURFACE countershaft bearings.
2 - MOPAR GASKET MAKER (OR LOCTITE 518)
TJ MANUAL - NV1500 21 - 27
Fig. 86 SHIFT SHAFT BUSHING LOCK BOLT Fig. 87 BACKUP LIGHT SWITCH
1 - SHIFT SHAFT LOCK BOLT 1 - BACKUP LAMP SWITCH
2 - SHAFT SOCKET
(11) Install the selected shims and the shim cap.

Tighten shim cap bolts to 29 Nm (21.4 ft. lbs.). Ver-
ify the shim selection by rotating the input shaft by
hand with the transmission in neutral. The proper
torque required to rotate the input shaft and the
countershaft is approximately 5-7 in.lbs.. The input
shaft should therefore be easily rotated by hand. If
the input shaft cannot be rotated by hand or is not
smooth through several rotations, re-check the coun-
tershaft pre-load.
(12) Lubricate then install shift shaft detent
plunger in housing bore. Verify plunger is fully Fig. 88 INPUT SHAFT SNAP RING
seated in detent notch in shift shaft. 1 - INPUT SHAFT SNAP RING
NOTE: Lubricate plunger with Valvoline Dura blendT

Semi-Synthetic or Synthetic grease or equivalent.
(13) Install detent plug in end of Installer 8123.

Position plug on detent spring and compress spring
until detent plug pilots in detent plunger bore. Drive
detent plug into transmission case until plug seats.
(14) Install backup light switch (Fig. 87).
(15) Install input shaft snap ring (Fig. 88).
(16) Install new oil seal in front bearing retainer
with Installer 6448 (Fig. 89).
(17) Apply bead of Mopart Silicone Sealer or
equivalent to flange surface of front bearing retainer.
Fig. 89 BEARING RETAINER OIL SEAL

1 - INSTALLER
2 - FRONT BEARING RETAINER
21 - 28 MANUAL - NV1500 TJ
(18) Align and install front bearing retainer over (3) Align and install shift tower and lever assem-
input shaft and onto housing mounting surface (Fig. bly (Fig. 92). Verify shift ball is seated in socket and
90). Although retainer is one-way fit on housing, be offset in the tower is toward the passenger side of
sure bolt holes are aligned before seating retainer. the vehicle before installing tower bolts.
(4) Install shift tower bolts (Fig. 93) and tighten
NOTE: Be sure that no sealer gets into the oil feed bolts to 8.5 Nm (75.2 in. lbs.).
hole in the transmission case or bearing retainer.
Fig. 92 SHIFT TOWER

2 - SHIFT SOCKET
3 - SEAL
2 - OIL FEED
(19) Install and tighten bearing retainer bolts to

29 Nm (21.4 ft. lbs.) (Fig. 91).
Fig. 93 SHIFT TOWER BOLT

(5) Fill transmission to bottom edge of fill plug

hole with Mopart Transmission.
(6) Install and tighten fill plug to 34 Nm (25 ft.
Fig. 91 INPUT SHAFT BEARING RETAINER BOLTS lbs.).
1 - BOLTS (5) (7) Check transmission vent. Be sure vent is open
and not restricted.
SHIFT TOWER AND LEVER
(1) Apply petroleum jelly to ball end of shift lever
INSTALLATION
(1) Install clutch housing on transmission and
and interior of shift socket.
tighten housing bolts to 46 Nm (34 ft. lbs.).
(2) Shift the transmission into third gear.
TJ MANUAL - NV1500 21 - 29
(2) Lubricate contact surfaces of release fork pivot
ball stud and release fork with high temp grease.
(3) Install release bearing, fork and retainer clip.
(4) Position and secure transmission on transmis-
sion jack.
(5) Lightly lubricate pilot bearing and transmis-
sion input shaft splines with Mopar high temp
grease.
(6) Raise transmission and align transmission
input shaft and clutch disc splines. Then slide trans-
mission into place.
(7) Install clutch housing-to-engine bolts and
tighten to 75 Nm (55 ft.lbs.) (Fig. 94).
NOTE: Be sure the housing is properly seated on

engine block before tightening bolts.
(8) Install shift tower and bolts. Tighten bolts to

11 Nm (8 ft.lbs.).
(9) Install transmission mount and tighten bolts to Fig. 94 NV1500 TRANSMISSION
54 Nm (40 ft. lbs.).
1 - TRANSMISSION
(10) Install transfer case, shift linkage and vent 2 - CLUTCH ASSEMBLY
hose.
(11) Install wire connectors to transmission and (14) Install propeller shafts.
transfer case. (15) Install slave cylinder in clutch housing.
(12) Install skid plate/crossmember and tighten (16) Install starter motor.
bolts to 41 Nm (31 ft. lbs.). (17) Install transmission dust shield.
(13) Remove support stands from engine and
transmission.
SPECI FI CAT I ON S
MANUAL
DESCRIPTION Nm Ft. Lbs. In. lbs.

Back up Lamp Switch 41 30 -
Coutershaft Bearing Shim Cap 41 30 -
Bearing Retainer - Front 41 30 -
Bearing Retainer - Rear 34 25 -
Drain/Fill Plug 34 25 -
Shift Shaft Lock Bolt 27 20 -
Idler Shaft Bolts - M8 27 20 -
Idler Shaft Bolts - M10 52 40 -
Shift Tower Bolts 11 8 100
Clutch Housing Bolts 46 34 -
Transmission Bolts 75 55 -
Skid Plate Bolts 41 31 -
Transmission mount bolts 54 40 -
21 - 30 MANUAL - NV1500 TJ
SPECIAL TOOLS
INSTALLER C-4656
SUPPORT STAND 8355
INSTALLER 8123
REMOVER 8117A
INSTALLER 6448
REMOVER 8356
HANDLE C-4171
REMOVER L-4454
TJ MANUAL - NV1500 21 - 31
SPLITTER BEARING 1130 STUD ALIGNMENT 8120
CUP 6310-1
21 - 32 MANUAL - NV3550 TJ
M AN U AL - N V 3 5 5 0
TABLE OF CONTENTS
page page
MANUAL - NV3550 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 66

DESCRIPTION . . . . . . . . ... . . . . . . . . . . . . . . 32 SPECIFICATIONS
OPERATION . . . . . . . . . . ... . . . . . . . . . . . . . . 32 MANUAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
DIAGNOSIS AND TESTING .. . . . . . . . . . . . . . . 32 SPECIAL TOOLS ..... . . . . . . . . . . . . . . . . . . 67
REMOVAL . . . . . . . . . . . . ... . . . . . . . . . . . . . . 33 VEHICLE SPEED SENSOR
DISASSEMBLY . . . . . . . . ... . . . . . . . . . . . . . . 34 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 69
CLEANING . . . . . . . . . . . ... . . . . . . . . . . . . . . 44 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
INSPECTION ......... ... . . . . . . . . . . . . . . 44 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
ASSEMBLY . . . . . . . . . . . ... . . . . . . . . . . . . . . 46 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 69
M AN U AL - N V 3 5 5 0
DESCRIPTION
The NV3550 is a medium-duty, 5-speed, constant
mesh, fully synchronized manual transmission. The
transmission is a four-wheel drive configurations.
The transmission gear case consists of two alumi-
num housings. The clutch housing is a removable
component. It is not an integral part of the transmis-
sion front housing.
A combination of roller and ball bearings are used
to support the transmission shafts in the two hous-
ings. The transmission gears all rotate on caged type
needle bearings. A roller bearing is used between the
input and output shaft.
The NV3550 has a single shaft shift mechanism
with three shift forks all mounted on the shaft. The Fig. 1 NV3550 Identification
shaft is supported in the front and rear housings by 1 - PART NUMBER TAG
bushings and one linear ball bearing. Internal shift 2 - IDENTIFICATION TAG
components consist of the forks, shaft, shift lever 3 - FRONT OF REAR HOUSING
socket and detent components.
up-shifting or down-shifting). The synchronizer does
The transmission drain plug is located on the bot-
this by having the synchronizer hub splined to the
tom and fill plug on the side.
mainshaft and moving the blocker ring into contact
The NV3550 identification and part number bar
with the gears friction cone. As the blocker ring and
code tags (Fig. 1) are located on the top of the trans-
friction cone come together, the gear speed is brought
mission, forward of the shift tower.
up or down to the speed of the synchronizer. As the
two speeds match, the splines on the inside of the
OPERATION synchronizer sleeve become aligned with the teeth on
The driver selects a particular gear by moving the
the blocker ring and the friction cone and eventually
shift lever to the desired gear position. This move-
will slide over the teeth, locking the gear to the
ment moves the internal transmission shift compo-
mainshaft through the synchronizer.
nents to begin the shift sequence. As the shift lever
moves the selected shift rail, the shift fork attached
to that rail begins to move. The fork is positioned in
a groove in the outer circumference of the synchro-
LOW LUBRICANT LEVEL
nizer sleeve. As the shift fork moves the synchronizer
A low transmission lubricant level is generally the
sleeve, the synchronizer begins to speed-up or slow
result of a leak, inadequate lubricant fill or an incor-
down the selected gear (depending on whether we are
rect lubricant level check.
TJ MANUAL - NV3550 21 - 33
Leaks can occur at the mating surfaces of the gear lubricant problem, can also lead to gear and bearing
case and adaptor or from the front/rear seals. A sus- damage.
pected leak could also be the result of an overfill con-
dition. REMOVAL
Leaks at the rear of the extension or adapter hous- (1) Shift transmission into first or third gear.
ing will be from the housing oil seals. Leaks at com- (2) Remove floor console and shift boot as neces-
ponent mating surfaces will probably be the result of sary to access the bottom of the shift lever at the
inadequate sealer, gaps in the sealer, incorrect bolt shift tower attachment.
tightening, or use of a non-recommended sealer. (3) Remove shift tower bolts and remove shift
A leak at the front of the transmission will be from tower and shift lever assembly.
either the front bearing retainer or retainer seal. (4) Raise and support vehicle on suitable safety
Lubricant may be seen dripping from the clutch stands.
housing after extended operation. If the leak is (5) Support engine with adjustable jack stand.
severe, it may also contaminate the clutch disc caus- Position wood block between jack and oil pan to
ing the disc to slip, grab, and/or chatter. avoid damaging pan.
A correct lubricant level check can only be made (6) Remove skid plate, if equipped.
when the vehicle is level. Also allow the lubricant to (7) Remove crossmember.
settle for a minute or so before checking. These rec- (8) Disconnect necessary exhaust system compo-
ommendations will ensure an accurate check and nents.
avoid an underfill or overfill condition. Always check (9) Remove slave cylinder (Fig. 2) from clutch
the lubricant level after any addition of fluid to avoid housing.
an incorrect lubricant level condition.
HARD SHIFTING
Hard shifting is usually caused by a low lubricant
level, improper, or contaminated lubricants. The con-
sequence of using nonrecommended lubricants is
noise, excessive wear, internal bind, and hard shift-
ing. Substantial lubricant leaks can result in gear,
shift rail, synchro, and bearing damage. If a leak
goes undetected for an extended period, the first indi-
cations of component damage are usually hard shift-
ing and noise.
Shift component damage, incorrect clutch adjust-
ment, or a damaged clutch pressure plate or disc are
additional probable causes of increased shift effort.
Incorrect adjustment or a worn/damaged pressure
plate or disc can cause incorrect release. If the clutch
problem is advanced, gear clash during shifts can
result. Worn or damaged synchro rings can cause
gear clash when shifting into any forward gear. In
some new or rebuilt transmissions, new synchro Fig. 2 SLAVE CYLINDER
rings may tend to stick slightly causing hard or noisy 1 - CLUTCH SLAVE CYLINDER
shifts. In most cases, this condition will decline as
the rings wear-in. (10) Remove propeller shafts.
(11) Unclip wire harnesses from transmission and
TRANSMISSION NOISE transfer case.
Most manual transmissions make some noise dur- (12) Disconnect transfer case shift linkage at
ing normal operation. Rotating gears generate a mild transfer case.
whine that is audible, but generally only at extreme (13) Remove nuts attaching transfer case to trans-
speeds. mission.
Severe, highly audible transmission noise is gener- (14) Remove transfer case.
ally the initial indicator of a lubricant problem.
Insufficient, improper, or contaminated lubricant will
promote rapid wear of gears, synchros, shift rails,
forks and bearings. The overheating caused by a
21 - 34 MANUAL - NV3550 TJ
(15) Remove crankshaft position sensor (Fig. 3).

1 - BACKUP LIGHT SWITCH
Fig. 3 CRANKSHAFT POSITION SENSOR

2 - GROMMET
3 - MOUNTING BOLT(S)
4 - LEFT REAR OF ENGINE
5 - TRANSMISSION
CAUTION: The crankshaft position sensor must be

removed prior to transmission removal. Failure to
(16) Support engine with adjustable jack stand.

Position wood block between jack and oil pan to
avoid damaging pan.
(17) Support transmission with transmission jack.
(18) Secure transmission to jack with safety Fig. 5 SHIFT TOWER
chains. 1 - SHIFT TOWER AND LEVER ASSEMBLY
2 - SHIFT SOCKET
(19) Disconnect rear cushion and bracket from 3 - SEAL
transmission.
(20) Remove rear crossmember.
(21) Remove clutch housing-to-engine bolts.
(22) Pull transmission jack rearward until input
shaft clears clutch. Then slide transmission out from
under vehicle.
(23) Remove clutch release bearing, release fork
and retainer clip.
(24) Remove clutch housing from transmission.
DISASSEMBLY
FRONT HOUSING
(1) Shift transmission into Neutral.
(2) Remove drain plug and drain lubricant.
(3) Inspect drain plug magnet for debris.
(4) Remove backup light switch. Switch is located
on passenger side of rear housing (Fig. 4). Fig. 6 SHAFT LOCK BOLT
(5) Remove shift tower bolts and remove tower and 1 - SHIFT SHAFT LOCK BOLT
lever assembly (Fig. 5). 2 - SHAFT SOCKET
(6) Remove shift shaft lock bolt (Fig. 6) located on
top of the housing just forward of shift tower.
TJ MANUAL - NV3550 21 - 35
(7) Remove shift shaft detent plug with Remover
8117A. Attach the fingers of the remover to the
detent plug (Fig. 7). Then push the cup down till it
contacts the trans. Tighten the nut (Fig. 8) till it
pulls the plug from the trans case.
Fig. 9 BEARING RETAINER

1 - PRY TOOL
Fig. 7 DETENT PULLER

1 - REMOVER
2 - DETENT PLUG

1 - SHAFT BEARING
3 - INPUT SHAFT
Fig. 8 PULL DETENT PLUG

1 - NUT
2 - REMOVER
(8) Remove shift shaft detent plunger and spring.

Remove spring and plunger with a pencil magnet.
(9) Remove bolts attaching input shaft bearing
retainer to front housing and remove retainer. Fig. 11 INPUT SHAFT SNAP RING
NOTE: Use pry tool to carefully lift retainer and 2 - OIL FEED
break sealer bead (Fig. 9).
(10) Remove bearing retainer from input shaft

(Fig. 10).
(11) Remove snap ring that secures input shaft in
front bearing (Fig. 11).
21 - 36 MANUAL - NV3550 TJ
(12) Remove bolts that attach front housing to rear
housing.
(13) Separate front housing from rear housing
(Fig. 12). With a plastic mallet tap the front housing
off the alignment dowels.
Fig. 14 REVERSE BLOCKER (RHD)

1 - REVERSE BLOCKER
2 - SHIFTER SHAFT BUSHING
3 - VENT
(16) Note the location of the input shaft, shift

Fig. 12 FRONT HOUSING shaft, shift forks and geartrain (Fig. 15).
1 - FRONT HOUSING
2 - REAR HOUSING
3 - DOWELS (2)
4 - PLASTIC MALLET
(14) Remove and inspect input shaft bearing and

countershaft front bearing (Fig. 13).
Fig. 15 GEARTRAIN AND SHIFT COMPONENTS

1 - SHIFT SHAFT
2 - BUSHING
3 - REAR HOUSING
Fig. 13 INPUT AND COUNTERSHAFT BEARING 4 - REVERSE IDLER ANSD SUPPORT
RACE 5 - OUTPUT SHAFT AND GEARS
1 - INPUT SHAFT BEARING 6 - COUNTERSHAFT
2 - FRONT HOUSING 7 - 1-2 SHIFT FORK
3 - COUNTERSHAFT FRONT BEARING 8 - INPUT SHAFT
9 - 3-4 SHIFT FORK
(15) Remove screw from reverse blocker and

remove blocker (Fig. 14) from case.
NOTE: The reverse blocker is only used on RHD

vehicles.
TJ MANUAL - NV3550 21 - 37
SHIFT/FORK SHAFTS AND REVERSE IDLER
SEGMENT
(1) Unseat the roll pin that secures the shift
socket to the shift shaft with Remover 6858 as fol-
lows:
(a) Position remover on the shift shaft. Center
the tool over the roll pin and verify that the tool
legs are firmly seated on the shift socket (Fig. 16).
(b) Tilt the socket toward the side of the case.
This positions the roll pin at a slight angle to avoid
trapping the pin between the gear teeth.
(c) Tighten the tool to press the roll pin down-
ward and out of the shift socket (Fig. 16).
NOTE: Press the roll pin just enough to clear the

shift shaft. Be careful not to push the pin into the
geartrain. Fig. 17 DETENT SPRING AND BALL
1 - SHAFT LEVER
2 - SPRING AND BALL
3 - MAGNET
Fig. 16 SHIFT SOCKET ROLL PIN

1 - REMOVER
2 - SHIFT SOCKET
(2) Rotate lever and bushing upward and out of

the shift forks and catch detent ball and spring (Fig.
17) as they exit the shaft lever.
Fig. 18 SHIFT SHAFT LEVER AND BUSHING ROLL
NOTE: Place shop towel over shaft to contain PIN
detent ball and spring. 1 - LEVER AND BUSHING
2 - SHIFT SHAFT
(3) With a hammer and punch drive out roll pin
that secures shift bushing and lever to shift shaft
(Fig. 18).
CAUTION: Use proper size punch to avoid bending

the shift shaft.
21 - 38 MANUAL - NV3550 TJ
(4) Pull shift shaft straight (Fig. 19) out of rear (6) Remove lever and bushing (Fig. 21).
housing.

Fig. 19 SHIFT SHAFT 2 - 3-4 FORK
1 - SHIFTER SHAFT
2 - SHIFTER SHAFT DETENT
(7) Rotate 3-4 fork around synchro sleeve until
3 - 3-4 SHIFT FORK fork clears shift arms on 1-2 and fifth-reverse forks,
then remove 3-4 fork (Fig. 22).
(5) Remove shift socket from rear housing (Fig.
20).
Fig. 20 SHIFT SOCKET AND ROLL PIN

1 - SHAFT BORE
2 - ROLL PIN
3 - SHIFT SOCKET
1 - 3-4 FORK
2 - 1-2 AND 5TH-REVERSE FORK ARMS
3 - 3-4 SYNCHRO SLEEVE
TJ MANUAL - NV3550 21 - 39
(8) Remove the reverse idler shaft support bolt (d) Stand geartrain and rear housing upright on
(front bolt) (Fig. 23). fixture (Fig. 26). Have helper hold fixture tool in
(9) Loosen rear reverse idler shaft bolt (rear bolt) place while housing and geartrain is being rotated
(Fig. 23). into upright position.
Fig. 23 REVERSE IDLER SHAFT/SUPPORT BOLT Fig. 25 FIXTURE ASSEMBLY

1 - SUPPORT BOLT 1 - FIXTURE
2 - SHAFT BOLT 2 - ADAPTER 6747-1A
3 - CUP ADAPTER
(10) Remove reverse idler shaft support (Fig. 24) 4 - REVERSE IDLER PEDESTAL
5 - ADAPTER 6747-2A
segment by sliding it straight out of housing.
Fig. 24 IDLER SHAFT SUPPORT

1 - IDLER SHAFT
2 - IDLER SHAFT SUPPORT
(11) Support geartrain and rear housing on Fix-

ture 6747 as follows:
(a) Adjust height of reverse idler pedestal rod Fig. 26 GEARTRAIN/HOUSING FIXTURE
until the reverse idle shaft bottoms in Cup 8115. 1 - INPUT SHAFT
2 - COUNTERSHAFT
(b) Position Adapters 6747-1A and 6747-2A on 3 - FIXTURE
Fixture 6747.
(c) Slide fixture tool onto input shaft, counter- (12) Remove rear bolt holding reverse idler shaft
shaft and idler gear (Fig. 25). in housing.
21 - 40 MANUAL - NV3550 TJ
REAR ADAPTER HOUSING
(1) Locate rear seal dimples (Fig. 27). With slide
hammer mounted screw, remove rear seal by insert-
ing screw into one of the seal dimples (Fig. 28).
Fig. 29 REAR BEARING SNAP RING

2 - REAR BEARING SNAP RING
3 - OUTPUT SHAFT
Fig. 27 SEAL DIMPLES

1 - LOCATION OF DIMPLES
2 - SEAL FACE
Fig. 30 REAR ADAPTER HOUSING

1 - REAR ADAPTER HOUSING
2 - OUTPUT SHAFT
GEARTRAIN FROM FIXTURE

(1) Remove reverse idler gear assembly from
assembly fixture cup.
Fig. 28 REAR SEAL (2) Remove 1-2 and fifth-reverse forks from syn-
chro sleeves.
1 - SLIDE HAMMER
2 - REMOVER (3) Slide countershaft out of fixture tool.
3 - REAR SEAL (4) Lift and remove output shaft and gears off
input shaft.
(2) Remove rear bearing snap ring from output (5) Lift and remove input shaft, pilot bearing and
shaft with snap ring pliers (Fig. 29). fourth gear synchro ring from assembly fixture tool.
(3) Lift rear adapter housing upward and off
geartrain (Fig. 30). OUTPUT SHAFT
(4) Remove bearing retainer bolts and remove rear
bearing retainer and rear bearing (Fig. 31). If needed NOTE: The synchronizer hubs and sleeves are dif-
push or tap bearing out of the housing with a ham- ferent and must not be intermixed. Remove each
mer. synchronizer unit as an assembly to avoid intermix-
(5) Examine condition of bearing bore, counter- ing parts. Reference mark or tag each synchro hub
shaft rear bearing race and idler shaft notch in rear and sleeve for correct assembly.
housing. Replace housing if race, bore or notch are
worn or damaged. (1) Remove snap ring that secures 3-4 synchro hub
on output shaft.
TJ MANUAL - NV3550 21 - 41
(4) Remove retaining ring that secures two-piece
thrust washer on shaft (Fig. 33). Use a small pry tool
to remove retaining ring.
Fig. 33 THRUST WASHER

1 - PRY TOOL
Fig. 31 REAR ADAPTER HOUSING COMPONENTS 2 - THRUST WASHER RETAINING RING
2 - RETAINER BOLTS (3) (5) Remove two-piece thrust washer (Fig. 34). Note
3 - IDLER SHAFT NOTCH
4 - COUNTERSHAFT REAR BEARING RACE position of washer locating lugs in shaft notches for
5 - REAR BEARING installation reference.
(2) Remove 3-4 synchro assembly, third gear syn-

chro ring and third gear with shop press and Bearing
Splitter 1130. Position splitter between second and
third gears.
(3) Remove third gear needle bearing (Fig. 32).
Fig. 34 TWO-PIECE THRUST WASHER

1 - SECOND GEAR
2 - THRUST WASHER (2-PIECE)
3 - WASHER LOCATING LUG
Fig. 32 THIRD GEAR NEEDLE BEARING
1 - THIRD GEAR NEEDLE BEARING
21 - 42 MANUAL - NV3550 TJ
(6) Remove second gear and needle bearing (Fig. (10) Remove 1-2 synchro hub and sleeve and first
35). gear from output shaft with press and Bearing Split-
ter 1130 (Fig. 37). Position splitter between first and
reverse gears.
Fig. 35 SECOND GEAR AND NEEDLE BEARING

1 - SECOND GEAR Fig. 37 HUB SLEEVE AND 1-2 SYNCHRO
2 - SECOND GEAR NEEDLE BEARING
2 - SPLITTER
(7) Remove second gear synchro ring, synchro fric-
tion cone and synchro cone (Fig. 36). (11) Remove first gear needle bearing (Fig. 38).
(8) Remove interim ring.
(9) Remove 1-2 synchro hub snap ring.
Fig. 38 FIRST GEAR NEEDLE BEARING

1 - FIRST GEAR NEEDLE BEARING
Fig. 36 SECOND GEAR SYNCHRO RING AND (12) Remove fifth gear (Fig. 39).
CONES
2 - INTERM RING
3 - SYNCHRO FRICTION CONE
4 - SYNCHRO CONE
5 - SYNCHRO RING
Fig. 39 FIFTH GEAR

1 - FIFTH GEAR AND SYNCHRO RING
TJ MANUAL - NV3550 21 - 43
(13) Remove fifth gear needle bearing. (15) Remove fifth-reverse synchro hub and sleeve
with a press (Fig. 42).
NOTE: Spread bearing apart just enough to clear
shoulder on output shaft (Fig. 40).
Fig. 40 FIFTH GEAR NEEDLE BEARING

1 - FIFTH GEAR NEEDLE BEARING
(14) Remove fifth-reverse synchro hub snap ring

(Fig. 41).
Fig. 42 FIFTH-REVERSE SYNCHRO HUB AND

SLEEVE
1 - PRESS
3 - REVERSE GEAR
4 - OUTPUT SHAFT
(16) Remove reverse gear and needle bearing (Fig.

43).
Fig. 41 FIFTH-REVERSE SYNCHRO HUB SNAP

RING
2 - SYNCHRO HUB SNAP RING
Fig. 43 REVERSE GEAR AND NEEDLE BEARING

1 - REVERSE GEAR AND NEEDLE BEARING
21 - 44 MANUAL - NV3550 TJ
REVERSE IDLER Check condition of the shift shaft detent plunger
(1) Remove idler gear snap rings (Fig. 44). and spring. The plunger should be smooth and free of
(2) Remove thrust washer, wave washer, thrust nicks, or scores. The plunger spring should be
plate and idler gear from shaft. straight and not collapsed, or distorted. Replace the
(3) Remove idler gear needle bearing from shaft. plunger and spring if in doubt about condition. Check
condition of detent plunger bushings. Replace if dam-
CLEANING aged.
Clean the gears, shafts, shift components and trans- Inspect the shift shaft, shift shaft bushing and
mission housings with a standard parts cleaning sol- bearing, the shaft lever, and the lever bushing that
vent. Do not use acid or corrosive base solvents. Dry all fits over the lever. Replace the shaft if bent, cracked,
parts except bearings with compressed air. or severely scored. Replace the shift shaft bushing or
Clean the shaft bearings with a mild solvent such bearing if damaged.
as Mopart degreasing solvent, Gunk, or similar sol- Replace the shaft lever and bushing if either part
vents. Do not dry the bearings with compressed air. is deformed, or worn. Do not attempt to salvage these
Allow the bearings to either air dry, or wipe them dry parts as shift fork binding will occur. Replace the roll
with clean shop towels. pin that secures the lever to the shaft.
INSPECTION FRONT/REAR HOUSINGS AND BEARING

RETAINERS
NOTE: Minor nicks on component surfaces can be Inspect the housings carefully. Look for cracks,
smoothed with 320/420 grit emery soaked in oil and stripped threads, scored mating surfaces, damaged
final polished with crocus cloth. bearing bores, or worn dowel pin holes. Minor nicks
on mating surfaces can be dressed off with a fine file,
or emery cloth.
SHIFT LEVER ASSEMBLY
The shift lever assembly is not serviceable. Replace NOTE: The front housing contains the countershaft
the lever and shift tower as an assembly if the tower, front bearing race. The rear housing contains the
lever, lever ball, or internal components are worn, or countershaft rear bearing race. Be advised that
damaged. these components are NOT serviceable items. The
front housing will have to be replaced if the coun-
SHIFT SHAFT AND FORKS tershaft bearing race is loose, worn, or damaged.
Inspect the shift fork interlock arms and synchro The rear housing will have to be replaced if the
sleeve contact surfaces (Fig. 45). Replace any fork countershaft rear bearing race is loose, worn, or
exhibiting wear or damage in these areas. Do not damaged.
attempt to salvage shift forks.
Fig. 44 REVERSE IDLER COMPONENTS

1 - SNAP RING 6 - IDLER GEAR BEARING
2 - FLAT WASHER 7 - IDLER SHAFT
3 - WAVE WASHER 8 - THRUST WASHER
4 - THRUST WASHER 9 - SNAP RING
5 - REVERSE IDLER GEAR 10 - THRUST WASHER LOCKBALLS
TJ MANUAL - NV3550 21 - 45
Fig. 45 SHIFT FORKS & SHAFT

1 - SHIFT SHAFT 4 - 3-4 SHIFT FORK
2 - SHAFT LEVER 5 - 1-2 SHIFT FORK
3 - SHAFT LEVER BUSHING 6 - FIFTH-REVERSE SHIFT FORK
Inspect the input shaft bearing retainer. Be sure

the release bearing slide surface of the retainer is in
good condition. Replace the retainer seal if necessary.
Inspect the output shaft bearing retainer. Be sure
the U-shaped retainer is flat and free of distortion.
Replace the retainer if the threads are damaged, or if
the retainer is bent, or cracked.
COUNTERSHAFT BEARINGS AND RACES

The countershaft bearings and races are machine
lapped during manufacture to form matched sets.
The bearings and races should not be interchanged.
NOTE: The bearing races are a permanent press fit

in the housings and are NOT serviceable. If a bear-
ing race becomes damaged, it will be necessary to
replace the front or rear housing as necessary. A
new countershaft bearing will be supplied with each
new housing for service use.
The countershaft bearings can be installed back-

wards if care is not exercised. The bearing roller cage
is a different diameter on each side. Be sure the Fig. 46 COUNTERSHAFT & BEARINGS
bearing is installed so the large diameter side of the 1 - COUNTERSHAFT
2 - BEARING CAGE
cage is facing the countershaft gear (Fig. 46). The
small diameter side goes in the bearing race.
21 - 46 MANUAL - NV3550 TJ
REVERSE IDLER COMPONENTS To assemble each synchro install the springs,
Inspect the idler gear, bearing, shaft, thrust struts and detent balls one at a time as follows:
washer, wave washer and thrust plate. Replace the (1) Lubricate synchronizer components with Mopar
bearing if any of the needle bearing rollers are worn, Manual Transmission lubricant or equivalent.
chipped, cracked, flat-spotted, or brinnelled. Also (2) Slide the sleeve part way onto the hub. Leave
replace the bearing if the plastic bearing cage is enough room to install the spring in the hub and the
damaged or distorted. strut in the hub groove.
Replace the thrust washer, wave washer, or thrust (3) Install the first spring in the hub. Then install
plate if cracked, chipped, or worn. Replace the idler a strut over the spring. Be sure the spring is seated
gear if the teeth are chipped, cracked or worn thin. in the spring bore in the strut.
Replace the shaft if worn, scored, or the bolt threads (4) Slide the sleeve onto the hub just far enough to
are damaged beyond repair. Replace the support seg- hold the first strut and spring in place.
ment if cracked, or chipped and replace the idler (5) Place the detent ball in the top of the strut.
attaching bolts if the threads are damaged. Then carefully work the sleeve over the ball to hold
it in place. Use a small flat blade screwdriver to
Shift Socket press the ball into place while moving the sleeve over
Inspect the shift socket for wear or damage. it.
Replace the socket if the roll pin, or shift shaft bores (6) Repeat the procedure for the remaining
are damaged. Replace the socket if the ball seat is springs, struts and balls. Tape or rubber band each
worn, or cracked. Do not reuse the original shift strut and ball to temporarily secure as they are
socket roll pin. Install a new pin during reassembly. installed.
The socket roll pin is approximately 33 mm (1-1/4 (7) Verify synchro springs, struts and detent balls
in.) long. are all in place (Fig. 47).
Output Shaft And Geartrain

Inspect all of the gears for worn, cracked, chipped,
or broken teeth. Also check condition of the bearing
bore in each gear. The bores should be smooth and
free of surface damage. Discoloration of the gear
bores is a normal occurrence and is not a reason for
replacement. Replace gears only when tooth damage
has occurred, or if the bores are brinnelled or
severely scored.
Inspect the shaft splines and bearings surfaces.
Replace the shaft if the splines are damaged or bear-
ing surfaces are deeply scored, worn, or brinnelled.
ASSEMBLY
Sealers are used at all case joints. Usea Mopar
Gasket Maker for all case joints and Mopar silicone
sealer or equivalent, for the input shaft bearing
retainer. Apply these products as indicated in the
assembly procedures.
CAUTION: The transmission shift components must Fig. 47 SYNCHRONIZER COMPONENTS

be in the Neutral position during assembly. This 1 - SLEEVE
prevents damage to the synchro and shift compo- 2 - HUB SHOULDER
3 - SPRING (3)
nents when the housings are installed. 4 - STRUT (3)
5 - DETENT BALL (3)
6 - HUB
SYNCHRONIZER
OUTPUT SHAFT
WARNING: WEAR SAFETY GLASSES WHILE
ASSEMBLING THE SYNCHRONIZER. A BALL NOTE: Lubricate all components with recommended
COULD JUMP OUT AND CAUSE INJURY. lubricant during assembly. Petroleum jelly can be
used to hold parts in place.
TJ MANUAL - NV3550 21 - 47
(1) Lubricate and install reverse gear needle bear- (4) Assemble fifth-reverse synchro hub, sleeve,
ing on shaft (Fig. 48). Slide bearing up against shoul- struts, springs and detent balls, if not previously
der on output shaft. done.
CAUTION: One side of the hub has shoulders

around the hub bore, this side of the hub faces the
front of the shaft. One side of the sleeve is tapered.
The tapered side faces the front of the shaft.
(5) Start fifth-reverse synchro assembly on output

shaft splines by hand. Then seat synchro onto shaft
with a press and Cup 6310-1 (Fig. 51).
NOTE: Lugs on the synchro ring must be aligned

with the sleeve notches for installation.
Fig. 48 REVERSE GEAR BEARING
1 - REVERSE GEAR BEARING
2 - SHOULDER
(2) Install reverse gear over needle bearing (Fig.

49).
Fig. 49 REVERSE GEAR

1 - REVERSE GEAR
(3) Install brass synchro ring on reverse gear (Fig.

50). Fig. 51 FIFTH-REVERSE SYNCHRO ASSEMBLY
1 - SPACER
2 - PRESS RAM
3 - REVERSE GEAR
5 - CUP
6 - PRESS BLOCKS
7 - OUTPUT SHAFT
Fig. 50 REVERSE SYNCHRO

1 - REVERSE GEAR
2 - SYNCHRO RING
21 - 48 MANUAL - NV3550 TJ
(6) Install new fifth-reverse hub snap ring (Fig. (8) Install fifth gear bearing, spreading bearing
52) and verify the snap ring is seated. only enough to clear shoulder on output shaft (Fig.
54). Verify bearing is properly seated.
Fig. 52 FIFTH/REVERSE SYNCHRO HUB SNAP RING

1 - FIFTH-REVERSE SYNCHRO ASSEMBLY Fig. 54 FIFTH GEAR BEARING
2 - SNAP RING 1 - SHAFT SHOULDER
3 - PRESS BED 2 - FIFTH GEAR BEARING
4 - PRESS BLOCKS
(9) Install fifth gear on shaft and onto bearing
(7) Install fifth gear synchro ring in synchro hub (Fig. 55).
and sleeve (Fig. 53).
Fig. 55 FIFTH GEAR

Fig. 53 FIFTH GEAR SYNCHRO RING 1 - FIFTH GEAR
2 - BEARING
1 - FIFTH-SPEED SYNCHRO RING
TJ MANUAL - NV3550 21 - 49
(10) Invert output shaft and set the shaft in Cup (13) Install first gear synchro ring (Fig. 58).
6310-1 so that fifth gear is seated on the tool (Fig.
56).
(11) Install first gear bearing on output shaft (Fig.
56). Verify bearing is seated on shaft shoulder and is
properly joined.
Fig. 58 FIRST GEAR SYNCHRO RING

1 - FIRST GEAR SYNCHRO RING
2 - CUP
3 - FIRST GEAR
(14) Assemble 1-2 synchro hub sleeve, springs,

struts and detent balls.

installed backwards. One side of the synchro sleeve
is marked First Gear Side. Verify this side of the
sleeve is facing first gear.
Fig. 56 FIRST GEAR BEARING
1 - FIRST GEAR BEARING (15) Start 1-2 synchro assembly on shaft by hand
2 - SHAFT SHOULDER (Fig. 59). Verify synchro sleeve is properly positioned.
3 - CUP
4 - PRESS BLOCKS
(12) Install first gear on shaft and over bearing

with synchro cone facing up (Fig. 57).
Fig. 59 STARTING 1-2 SYNCHRO

1 - 12 SYNCHRO ASSEMBLY
2 - CUP
3 - FIRST GEAR SIDE OF SYNCHRO SLEEVE
Fig. 57 FIRST GEAR

1 - FIRST GEAR
2 - CUP
3 - BEARING
21 - 50 MANUAL - NV3550 TJ
(16) Press 1-2 synchro onto output shaft using
suitable size pipe tool and shop press (Fig. 60).
CAUTION: Align the synchro ring and sleeve as hub

the is being pressed onto the shaft. The synchro
ring can crack if not aligned.

1 - 1-2 SYNCHRO
2 - CUP
3 - SYNCHRO SNAP RING
Fig. 60 PRESS 1-2 SYNCHRO

1 - SUITABLE SIZE PIPE TOOL
2 - SYNCHRO RING
3 - CUP
4 - 1-2 SYNCHRO ASSEMBLY Fig. 62 SECOND GEAR SYNCHRO RING
5 - PRESS RAM 1 - SECOND GEAR SYNCHRO RING
2 - 1-2 SYNCHRO
(17) Install interm ring. 3 - CUP
(18) Install new 1-2 synchro hub snap ring (Fig.
61) and verfiy the snap ring is seated.
(19) Install second gear synchro ring in 1-2 syn-
chro hub and sleeve (Fig. 62). Verify synchro ring is
properly seated.
(20) Install synchro friction cone and synchro cone
in synchro ring.
(21) Install second gear needle bearing on shaft
(Fig. 63).
Fig. 63 SECOND GEAR BEARING

1 - SECOND GEAR BEARING
2 - CUP
TJ MANUAL - NV3550 21 - 51
(22) Install second gear onto shaft and bearing
(Fig. 64). Verify second gear is fully seated on syn-
chro components.
Fig. 64 SECOND GEAR

1 - CUP
3 - BEARING
4 - SECOND GEAR
(23) Install two-piece thrust washer (Fig. 65).

Ensure washer halves are seated in shaft groove and
that washer lugs are seated in shaft lug bores.
Fig. 65 TWO-PIECE THRUST WASH
NOTE: Dot or markings on the two-piece thrust 1 - WASHER GROOVE IN SHAFT
washer go toward 3rd gear. 2 - LUG BORE
3 - THRUST WASHER LUGS
4 - LUG BORE
(24) Start retaining ring around two-piece thrust 5 - LUG
washer (Fig. 66). Ensure locating dimple is between 6 - WASHER HALF
the thrust washer halves.
Fig. 66 RETAINING RING

1 - THRUST WASHER RETAINING RING
2 - THRUST WASHER HALVES
3 - SECOND GEAR
4 - LOCATING DIMPLE
21 - 52 MANUAL - NV3550 TJ
(25) Seat thrust washer retaining ring with plastic
mallet (Fig. 67).
Fig. 69 THIRD GEAR

1 - THIRD GEAR
Fig. 67 THRUST RETAINER 2 - BEARING
1 - PLASTIC MALLET
2 - THRUST WASHER RETAINING RING
(26) Install third gear needle bearing on shaft (Fig.

68).
Fig. 70 THIRD SPEED SYNCHRO RING

2 - THIRD GEAR
Fig. 68 THIRD GEAR BEARING

1 - THIRD GEAR BEARING
(27) Install third gear on shaft and bearing (Fig.

69).
(28) Install third speed synchro ring on third gear
(Fig. 70).
(29) Assemble 3-4 synchro hub, sleeve, springs,
struts and detent balls.
(30) Start 3-4 synchro hub on output shaft splines
by hand (Fig. 71).

installed backwards. One side of the sleeve has
grooves in it. This side of sleeve faces the front of Fig. 71 3-4 SYNCHRO HUB ON OUTPUT SHAFT
the shaft. 1 - GROOVED SIDE OF SLEEVE (TO FRONT)
TJ MANUAL - NV3550 21 - 53
(31) With the lug on the ring aligned with the slot (32) Install new 3-4 synchro hub snap ring (Fig.
on the synchro, press 3-4 synchro assembly onto out- 73) and verify snap ring is seated.
put shaft with shop press and suitable size pipe tool
(Fig. 72).
NOTE: Place the pipe on hub as close to output

shaft as possible without contacting the shaft
splines.

1 - 3-4 SYNCHRO HUB SNAP RING
2 - HEAVY DUTY SNAP RING PLIERS
(33) Verify position of synchro sleeves before pro-

ceeding with assembly operations (Fig. 74). Grooved
side of 3-4 sleeve should be facing forward. First gear
side of 1-2 sleeve should be facing first gear. Tapered
side of fifth-reverse sleeve should be facing forward.
REVERSE IDLER ASSEMBLY

(1) Lubricate idler components with Mopar Man-
ual Transmission lubricant or equivalent.
(2) Slide idler gear bearing on shaft (Fig. 75).
Fig. 72 3-4 SYNCHRO ON OUTPUT SHAFT Bearing fits either way on shaft.
1 - PRESS RAM
(3) Slide gear onto shaft. Side of gear with recess
2 - PIPE TOOL goes to rear (Fig. 75).
3 - 3-4 SYNCHRO (4) Place first lock ball in dimple at rear end of
idler shaft (Fig. 75). Hold ball in place with petro-
leum jelly.
(5) Slide rear thrust washer onto shaft and over
lock ball (Fig. 76).
(6) Install snap ring in groove at rear of shaft (Fig.
76).
21 - 54 MANUAL - NV3550 TJ
Fig. 74 SYNCHRO SLEEVE LOCATIONS

1 - DOUBLE GROOVE FORWARD 5 - GROOVE FORWARD
2 - GROOVE FORWARD 6 - 5TH-REV SYNCHRO SLEEVE
3 - FIRST GEAR SIDE MARKING TOWARD FIRST GEAR 7 - 1-2 SYNCHRO SLEEVE
4 - TAPER FORWARD 8 - 3-4 SYNCHRO SLEEVE
Fig. 75 IDLER GEAR AND BEARING

1 - IDLER GEAR Fig. 76 IDLER GEAR REAR THRUST WASHER
2 - BEARING 1 - LOCK BALL
3 - LOCK BALL 2 - SNAP RING GROOVE
4 - REAR OF SHAFT 3 - THRUST WASHER
TJ MANUAL - NV3550 21 - 55
(7) Install lock ball in dimple at front of shaft. (3) Attach a slide hammer or suitable puller to the
Hold ball in place with petroleum jelly. bolt and remove bushing.
(8) Install front thrust washer on shaft and slide (4) Use the short end of Installer 8119 to install
washer up against gear and over lock ball (Fig. 77). the new bushing.
(9) Install wave washer, flat washer and remain- (5) The bushing is correctly installed if the bush-
ing snap ring on idler shaft (Fig. 77). Verify snap ing is flush with the transmission case.
ring is seated. (6) To replace the bearing locate a bolt that will
thread into the bearing without great effort.
(7) Thread the bolt into the bearing as much as
possible.
(8) Attach a slide hammer or suitable puller to the
bolt and remove the bearing.
(9) Use the short end of Installer 8119 to install
the new bearing.
(10) The bearing is correctly installed if the bear-
ing is flush with the transmission case.
DETENT PLUNGER BUSHING

Inspect detent plunger bushings for damage and
NOTE: The detent plunger bushings are installed to

a specific depth. The space between the two bush-
ings when correctly installed contain an oil feed
hole. Do not attempt to install the bushings with
anything other than the specified tool or this oil
hole may become restricted.
(1) Using the long end of Installer 8119, drive the

Fig. 77 IDLER GEAR AND SHAFT ASSEMBLY detent bushings through the outer case and into the
1 - REAR OF SHAFT shift shaft bore.
2 - GEAR (2) Remove the bushings from the shift shaft bore.
3 - THRUST WASHER AND BALL
4 - WAVE WASHER (3) Install a new detent plunger bushing on the
5 - FLAT WASHER long end of Installer 8118.
6 - FRONT OF SHAFT (4) Start the bushing in the detent plunger bore in
7 - SNAP RING
8 - SNAP RING the case.
(5) Drive the bushing into the bore until the tool
SHIFT SHAFT AND BUSHINGS/BEARINGS contacts the transmission case.
Inspect shift shaft bushing and bearing for damage (6) Install a new detent plunger bushing on the
and replace if necessary. short end of Installer 8118.
(1) Locate a bolt that will thread into the bushing (7) Start the bushing in the detent plunger bore in
without great effort. the case.
(2) Thread the bolt into the bushing, allowing the (8) Drive the bushing into the bore until the tool
bolt to make its own threads in the bushing. contacts the transmission case.
21 - 56 MANUAL - NV3550 TJ
GEARTRAIN ASSEMBLY (4) Install fourth gear synchro ring on input shaft
(1) Install Adapter 6747-1A on input shaft hub of (Fig. 80).
Fixture 6747 (Fig. 78).
Fig. 80 FOURTH GEAR SYNCHRO

1 - FOURTH GEAR SYNCHRO RING
2 - INPUT SHAFT
(5) Adjust height of idler gear pedestal on assem-

bly fixture (Fig. 81). Start with a basic height of 18.4
cm (7-1/4 in.). Final adjustment can be made after
Fig. 78 ASSEMBLY FIXTURE gear is positioned on pedestal.
1 - ADAPTER 6747-2A (INSTALL ON COUNTERSHAFT FRONT
HUB)
2 - CUP ADAPTER 8115
3 - ADAPTER 6747-A
4 - FIXTURE 6747
(2) Install input shaft in fixture tool. Make sure

Adapter 6747-1A is positioned under shaft as shown
(Fig. 79).
(3) Install pilot bearing in input shaft (Fig. 79).
NOTE: The side of the pilot bearing with the small

diameter goes toward the input shaft.
Fig. 81 IDLER PEDESTAL BASIC HEIGHT

1 - REVERSE IDLER PEDESTAL
Fig. 79 PILOT BEARING AND INPUT SHAFT

1 - PILOT BEARING
2 - INPUT SHAFT
TJ MANUAL - NV3550 21 - 57
(6) Install assembled output shaft and geartrain in
input shaft (Fig. 82). Carefully rotate output shaft
until the 3-4 synchro ring seats in synchro hub and
sleeve.
Fig. 83 COUNTERSHAFT ON FIXTURE

1 - OUTPUT SHAFT AND GEARTRAIN
2 - COUNTERSHAFT (SLIDE INTO PLACE ON FIXTURE TOOL)
Fig. 82 OUTPUT SHAFT AND GEARTRAIN

2 - INPUT SHAFT
3 - FIXTURE 6747
(7) Install Adapter 6747-2A on front bearing hub of

countershaft. The adapter has a shoulder on one side
that goes towards the countershaft.
(8) Slide countershaft (and adapter) into fixture
slot. Verify countershaft and output shaft gears are
fully meshed with the mainshaft gears (Fig. 83).
(9) Check alignment of countershaft and output
shaft gear teeth. Note that gears may not align per-
fectly. A difference in height of 1.57 to 3.18 mm (1/16
to 1/8 in.) will probably exist. This difference will not
interfere with assembly.
(10) Position reverse idler in support cup of assem-
bly fixture (Fig. 84). Ensure idler gear is properly
meshed and aligned with shaft gear teeth and that
bolt holes are facing out and not toward geartrain.
Adjust pedestal up or down if necessary. Also be sure
that short end of idler shaft is facing up as shown. Fig. 84 REVERSE IDLER ASSEMBLY POSITION
2 - COUNTERSHAFT
3 - REVERSE IDLER ASSEMBLY
4 - TOOL PEDESTAL
21 - 58 MANUAL - NV3550 TJ
(11) Assemble 1-2 and fifth reverse-shift forks (Fig. ADAPTER HOUSING
85). Arm of fifth-reverse fork goes through slot in 1-2 (1) Install rear bearing in adapter housing. Use
fork. wood hammer handle or wood dowel to tap bearing
into place.
(2) Position rear bearing retainer in adapter hous-
ing (Fig. 87).
Fig. 85 1-2 AND FIFTH-REVERSE

1 - FIFTH-REVERSE FORK ARM
2 - 1-2 FORK
3 - FIFTH-REVERSE FORK
(12) Install assembled shift forks in synchro

sleeves (Fig. 86). Verify forks are properly seated in
sleeves.
Fig. 87 ADAPTER HOUSING

2 - RETAINER BOLT
3 - IDLER SHAFT NOTCH
4 - COUNTERSHAFT BEARING RACE
5 - REAR BEARING
(3) Apply Mopar Gasket Maker or equivalent, to

threads, bolt shanks and under hex heads of bearing
retainer bolts.
(4) Apply liberal quantity of petroleum jelly to
countershaft rear bearing and bearing race.
(5) Install countershaft rear bearing in bearing
race (Fig. 87).
CAUTION: Be sure the large diameter side of the

Fig. 86 SHIFT FORKS IN SYNCHRO roller retainer faces the countershaft and the small
1 - SYNCHRO SLEEVES diameter side faces the race and housing.
2 - FORK ARMS
3 - SHIFT FORKS (6) Apply extra petroleum jelly to hold counter-
shaft rear bearing in place when housing is installed.
(7) Apply light coat of petroleum jelly to shift shaft
bushing/bearing in adapter housing.
(8) Install adapter housing on geartrain.
TJ MANUAL - NV3550 21 - 59
(9) Install rear bearing snap ring on output shaft
(Fig. 88).
Fig. 90 REVERSE IDLER SHAFT/SUPPORT BOLT

1 - SUPPORT BOLT
2 - SHAFT BOLT
Fig. 88 REAR BEARING SNAP RING
1 - SNAP RING PLIERS SHIFT SHAFT, SHAFT LEVER AND BUSHING AND
2 - SNAP RING
3 - OUTPUT SHAFT SHIFT SOCKET
(1) Verify that all synchro sleeves are in Neutral
(10) Lubricate lip of new rear seal (Fig. 89) with position (centered on hub).
Mopar Door Ease or transmission fluid.
(11) Install new rear seal in adapter housing bore CAUTION: The transmission synchros must all be
with Installer C-3860-A. Verify seal is seated in hous- in Neutral position for assembly. Otherwise the
ing bore (Fig. 89). housings, shift forks and gears can be damaged
during installation of the two housings.
(2) Install 3-4 shift fork in synchro sleeve (Fig. 91).

Verify that groove in fork arm is aligned with grooves
in 1-2 and fifth-reverse fork arms as shown.
Fig. 89 REAR SEAL

1 - REAR SEAL
2 - SEAL LIP
3 - OUTPUT SHAFT
(12) Slide reverse idler shaft support straight into
1 - 3-4 FORK
the housing. 2 - ALIGN GROOVES IN FORK ARMS
(13) Install reverse idler shaft support bolt and
idler shaft bolt (Fig. 90). Tighten bolts to 19-25 Nm
(14-18 ft. lbs.).
21 - 60 MANUAL - NV3550 TJ
(3) Slide the end of shift shaft with shaft detent (6) Slide shift shaft through shift forks (Fig. 94)
notches through 3-4 shift fork. and into shift lever opening in rear housing (Fig. 95).
(4) Assemble shift shaft shift lever and bushing
(Fig. 92). Be sure slot in bushing is facing up and roll
pin hole for lever is aligned with hole in shaft.
Fig. 94 SHIFT SHAFT

1 - SHIFT SHAFT
2 - 3-4 SHIFT FORK
Fig. 92 LEVER AND BUSHING
1 - SHAFT LEVER
2 - LEVER BUSHING
(5) Install assembled lever and bushing on shift

shaft (Fig. 93).
Fig. 95 SHAFT IN LEVER OPENING

1 - SHIFT SHAFT
Fig. 93 LEVER AND BUSHING ASSENBLY

1 - SHIFT SHAFT
3 - 3-4 FORK
TJ MANUAL - NV3550 21 - 61
(7) Align shift socket with shaft and slide shaft (10) Align roll pin holes in shift shaft, lever and
through socket and into shift shaft bearing in rear bushing. Then start roll pin into shaft lever by hand
housing (Fig. 96). (Fig. 98).
Fig. 96 SHIFT SOCKET Fig. 98 ROLL PIN IN SHIFT SHAFT

1 - SHIFT SOCKET 1 - SHAFT LEVER ROLL PIN 22 mm (7/8 in.)
2 - SHIFT SHAFT 2 - LEVER AND BUSHING
(8) Rotate shift shaft so detent notches in shaft are (11) Seat shaft lever roll pin with pin punch (Fig.
facing the TOP of the transmission housing. 99).
CAUTION: Positioning of the shift shaft detent CAUTION: The shaft lever roll pin must be flush
notch is important. Both of the shaft roll pins can with the surface of the lever. The lever bushing will
be installed even when the shaft is 180 off. If this bind on the roll pin if the pin is not seated flush.
occurs, the transmission will have to be disassem-
bled again to correct shaft alignment. (12) Verify that lock pin slot in lever bushing is
positioned as shown (Fig. 99).
(9) Select correct new roll pin for shift shaft lever
(Fig. 97). Shaft lever roll pin is approximately 22 mm
(7/8 in.) long. Shift socket roll pin is approximately
33 mm (1-1/4 in.) long.
Fig. 97 ROLL PIN IDENTIFICATION

1 - SHAFT LEVER ROLL PIN
2 - SHIFT SOCKET ROLL PIN
Fig. 99 SHIFT SHAFT LEVER ROLL
2 - ROLL PIN FLUSH WITH LEVER
21 - 62 MANUAL - NV3550 TJ
(13) Align roll pin holes in shift socket and shift (15) Verify that notches in shift fork arms are
shaft. Then start roll pin into shift shaft by hand aligned (Fig. 102). Realign arms if necessary.
(Fig. 100).
Fig. 102 SHIFT LEVER POSITION

Fig. 100 ROLL PIN IN SHIFT SOCKET 1 - SHIFT FORK ARMS
1 - ROLL PIN 33 mm (1 1/4 in.) 2 - DETENT BORE
2 - SHIFT SOCKET
3 - SHIFT SHAFT (16) Rotate shift lever and bushing downward to
expose detent bore in the lever.
(14) Seat roll pin in shift socket with pin punch. (17) Install detent spring then the ball into the
Roll pin must be flush with socket (Fig. 101). detent bore (Fig. 103) and hold the ball in the lever.
Then rotate the lever upward into the fork arm
notches.
NOTE: Verify detent ball is seated in the fork arms

before proceeding.
Fig. 103 DETENT SPRING AND BALL

Fig. 101 SEATING SHIFT SOCKET ROLL PIN 1 - SHAFT LEVER
2 - SPRING AND BALL
1 - PIN PUNCH
3 - MAGNET
2 - SHIFT SOCKET
3 - SEAT ROLL PIN FLUSH
4 - SHIFT SOCKET
TJ MANUAL - NV3550 21 - 63
FRONT HOUSING AND INPUT SHAFT BEARING
RETAINER
(1) Install reverse blocker, retainter and retainer
bolt in front housing.
(2) If previously removed, input shaft bearing in
front housing (Fig. 104). Install snap ring and use
plastic mallet to seat bearing. Bearing goes in from
front side of housing only.
Fig. 105 COUNTERSHAFT FRONT BEARING

1 - BEARING RACE
2 - PETROLEUM JELLY
3 - COUNTERSHAFT FRONT BEARING
Fig. 104 INPUT SHAFT AND COUNTERSHAFT

FRONT BEARING
2 - COUNTERSHAFT FRONT BEARING
3 - SHIFT SHAFT BUSHING
(3) Apply liberal quantity of petroleum jelly to

countershaft front bearing. Then insert bearing in
front housing race (Fig. 104). Large diameter side of
bearing cage goes toward countershaft (Fig. 105).
Small diameter side goes toward bearing race in
housing.
(4) Reach into countershaft front bearing with fin-
ger, and push each bearing roller outward against
race. Then apply extra petroleum jelly to hold rollers
in place. This avoids having rollers becoming dis-
placed during housing installation.
(5) Apply small amount of petroleum jelly to shift
shaft bushing in front housing. Fig. 106 SEAL FRONT/REAR HOUSINGS
(6) Apply 1/8 in. wide bead of Mopar Gasket 1 - HOUSING FLANGE SURFACE
2 - GASKET MAKER
Maker or equivalent, to mating surfaces of front and
rear housings (Fig. 106).
21 - 64 MANUAL - NV3550 TJ
(7) Have helper hold rear housing and geartrain in CAUTION: If the lock bolt cannot be fully installed,
upright position. Then install front housing on rear do not try to force it into place. Either the shift
housing and geartrain. shaft is not in Neutral or the shaft bushing (or
(8) Work front housing downward onto geartrain lever) is misaligned.
until seated on rear housing.
CAUTION: If the front housing will not seat on the

rear housing, either the shift components are not in
Neutral, or one or more components are mis-
aligned. Do not force the front housing into place.
This will only result in damaged components.
(9) Tap rear housing alignment dowels back into

place with hammer and pin punch. Both dowels
should be flush fit in each housing. Have helper hold
transmission upright while dowels are tapped back
into place.
(10) Place transmission in horizontal position.
(11) Apply Mopar Gasket Maker or equivalent to
housing attaching bolts. Apply sealer material sealer
to underside of bolt heads and to bolt shanks and
threads (Fig. 107). Fig. 108 SHAFT LOCK BOLT
(12) Install and start housing attaching bolts by 1 - SHIFT SHAFT LOCK BOLT
hand (Fig. 107). Then tighten bolts to 34 Nm (25 ft. 2 - SHAFT SOCKET
lbs.).
(14) Lubricate then install shift shaft detent
plunger in housing bore. Lubricate plunger with Val-
voline Dura Blendt semi-synthetic/synthetic grease
or equivalent. Verify plunger is fully seated in
detent notch in shift shaft.
(15) Install detent spring inside plunger.
(16) Install plug on detent spring and compress
spring. Then drive detent plug with Installer 8123
into transmission case until plug seats.
(17) Install backup light switch (Fig. 109).
Fig. 107 HOUSING BOLTS

1 - HOUSING BOLTS
(13) Install shift shaft bushing lock bolt (Fig. 108).

Apply Mopar Gasket Maker or equivalent, to bolt
threads, shank and underside of bolt head before
installation.
NOTE: This is a special bolt and can not be substi- 1 - BACKUP LIGHT SWITCH
tuted with any other bolt.
TJ MANUAL - NV3550 21 - 65
Fig. 110 SHAFT SNAP RING - TYPICAL

Fig. 112 SEAL BEARING RETAINER AND HOUSING
(19) Install new oil seal in front bearing retainer 1 - APPLY SEALER BEAD
with Installer 6448 (Fig. 111). 2 - INPUT SHAFT BEARING RETAINER
Fig. 111 OIL SEAL IN FRONT BEARING RETAINER Fig. 113 INPUT SHAFT BEARING RETAINER
1 - INSTALLER 1 - INPUT SHAFT
2 - FRONT BEARING RETAINER 2 - OIL FEED
(20) Apply bead of Mopar silicone sealer or equiv-
alent to flange surface of front bearing retainer (Fig.
112).
(21) Align and install front bearing retainer over
input shaft and onto housing mounting surface (Fig.
113). Although retainer is one-way fit on housing, be
sure bolt holes are aligned before seating retainer.
NOTE: Ensure no sealer gets in the transmission

case oil feed hole and slot in bearing retainer is
aligned with oil feed hole.
(22) Install and tighten bearing retainer bolts to

9-14 Nm (7-10 ft. lbs.) (Fig. 114).

1 - RETAINER
2 - BOLTS
21 - 66 MANUAL - NV3550 TJ
SHIFT TOWER AND LEVER INSTALLATION
(1) Apply petroleum jelly to ball end of shift lever (1) Install clutch housing on transmission and
and interior of shift socket. tighten housing bolts to 46 Nm (34 ft. lbs.).
(2) Shift the transmission into third gear. (2) Lubricate contact surfaces of release fork pivot
(3) Align and install shift tower and lever assem- ball stud and release fork with high temp grease.
bly (Fig. 115). Be sure shift ball is seated in socket (3) Install release bearing, fork and retainer clip.
and the offset in the tower is toward the passenger (4) Position and secure transmission on transmis-
side of the vehicle before installing tower bolts. sion jack.
(4) Install shift tower bolts (Fig. 116). Tighten (5) Lightly lubricate pilot bearing and transmis-
bolts to 8.5 Nm (75.2 in. lbs.). sion input shaft splines with Mopar high temp
grease.
(6) Raise transmission and align transmission
input shaft and clutch disc splines. Then slide trans-
mission into place.
(7) Install and tighten clutch housing-to-engine
bolts (Fig. 117) to:Be sure the housing is properly
seated on engine block before tightening bolts.
Tighten 3/8 diameter bolts to 37 Nm (27 ft.lbs.)
Tighten 7/16 diameter bolts to 58 Nm (43
ft.lbs.)
Tighten M12 bolts to 75 Nm (55 ft.lbs.)
Fig. 115 SHIFT TOWER

1 - SHIFT TOWER
2 - SHIFT SOCKET
3 - SEALING SURFACE
Fig. 117 NV3550 TRANSMISSION

1 - TRANSMISSION
2 - CLUTCH ASSEMBLY
(8) Be sure transmission is in first or third gear.

(9) Install crossmember and tighten crossmember-
Fig. 116 SHIFT TOWER BOLTS to-frame bolts to 41 Nm (31 ft. lbs.).
(10) Install fasteners to hold rear cushion and
bracket to transmission. Then tighten transmission-
(5) Fill transmission to bottom edge of fill plug to-rear support bolts/nuts to 54 Nm (40 ft. lbs.).
hole with Mopar Transmission Lubricant. (11) Remove support stands from engine and
(6) Install and tighten fill plug to 34 Nm (25 ft. transmission.
lbs.). (12) Install and connect crankshaft position sensor.
(7) Check transmission vent. Be sure vent is open (13) Install transfer case.
and not restricted. (14) Install propeller shafts.
(15) Install slave cylinder in clutch housing.
TJ MANUAL - NV3550 21 - 67
(16) Install skid plate, if equipped and tighten (18) Install nuts on two M6X1.0 bolts and thread
bolts to 42 Nm (31 ft. lbs.). Tighten stud nuts to 17 the bolts into the threaded holes at the base of the
Nm (150 in. lbs.). shift lever.
(17) Fill transmission and transfer case if (19) Tighten the nuts equally until the shift lever
equipped, with recommended lubricants. Refer to the will slide over the shift tower stub shaft.
Lubricant Recommendation sections of the appropri- (20) Install the floor console and shift boot.
ate component for correct fluid.
SPECI FI CAT I ON S
MANUAL

Clutch Housing Bolts 54-61 40-45 -
Crossmember To Frame Bolts 61-75 44-55 -
Crossmember To Insulator Nuts 54-61 40-45 -
Drain/Fill Plug 9-27 14-20 -
Front To Rear Housing Bolts 30-35 22-26 -
Front Bearing Retainer Bolts 9-14 7-8 80-124
Idler Shaft Bolts 19-25 14-18 -
Rear Bearing Retainer Bolts 30-35 22-26 -
Shift Tower Bolts 7-10 5-7 62-88
Slave Cylinder Nuts 23 17 -
Transfer Case Nuts 47 35 -
U-Joint Clamp Bolts 19 14 -
SPECIAL TOOLS
ADAPTER 6747-1A
REMOVER/INSTALLER 6858
ADAPTER 6747-2A
FIXTURE 6747
21 - 68 MANUAL - NV3550 TJ
CUP 8115
PIN ALIGNMENT 8120
SPLITTER 1130
REMOVER 8117A
TUBE 6310-1
INSTALLER 8123
INSTALLER 8118
INSTALLER 6448
REMOVER/INSTALLER 8119
TJ MANUAL - NV3550 21 - 69
V EH I CLE SPEED SEN SOR

DESCRIPTION
The 3-wire Vehicle Speed Sensor (VSS) is located
on the speedometer pinion gear adapter. If equipped
with 4WD, this adapter is located on the extension
housing of the transfer case (drivers side). If
equipped with 2WD, this adapter is located on the
left side of the transmission extension housing.
OPERATION
The VSS is a 3-circuit (3wire), magnetic, hall-ef-
fect sensor.
The 3 circuits are:
A 5-volt power supply from the Powertrain Con-
trol Module (PCM).
A ground is provided for the sensor though a
low-noise sensor return circuit in the PCM.
An input to the PCM is used to determine vehi-
cle speed and distance traveled. Fig. 118 VSS Location
The speed sensor generates 8 pulses per sensor 1 - SENSOR ELECTRICAL CONNECTOR
revolution. These signals, in conjunction with a 2 - SLIDE TAB
closed throttle signal from the throttle position sen- 3 - 4WD TRANSFER CASE EXTENSION
4 - VEHICLE SPEED SENSOR
sor, indicate a closed throttle deceleration to the 5 - RELEASE LOCK
PCM. When the vehicle is stopped at idle, a closed
throttle signal is received by the PCM (but a speed
sensor signal is not received).
Under deceleration conditions, the PCM adjusts the
Idle Air Control (IAC) motor to maintain a desired MAP
value. Under idle conditions, the PCM adjusts the IAC
motor to maintain a desired engine speed.
REMOVAL
The Vehicle Speed Sensor (VSS) is located on the
speedometer pinion gear adapter. If equipped with
4WD, this adapter is located on the transfer case
extension (left side) (Fig. 118). If equipped with 2WD,
this adapter is located on the extension housing of
the transmission (left side).
(2) Disconnect electrical connector from sensor by
pushing slide tab (Fig. 118). After slide tab has been
positioned, push in on secondary release lock (Fig. 118)
on side of connector and pull connector from sensor.
(3) Remove sensor mounting bolt (Fig. 119).
(4) Remove sensor (pull straight out) from speed- Fig. 119 VSS Removal/Installation
ometer pinion gear adapter (Fig. 119). Do not remove 1 - ELECTRICAL CONNECTOR
gear adapter from transmission. 2 - SENSOR MOUNTING BOLT
3 - O-RING
4 - SPEEDOMETER PINION GEAR
INSTALLATION 5 - SPEEDOMETER PINION GEAR ADAPTER
6 - O-RING
(1) Clean inside of speedometer pinion gear 7 - VEHICLE SPEED SENSOR
adapter before installing speed sensor.
(2) Install sensor into speedometer gear adapter (3) Tighten sensor mounting bolt to 2.2 Nm (20 in.
and install mounting bolt. Before tightening bolt, ver- lbs.) torque.
ify speed sensor is fully seated (mounted flush) to (4) Connect electrical connector to sensor.
speedometer pinion gear adapter.
21 - 70 AUTOMATIC TRANSMISSION - 42RLE TJ
AU T OM AT I C T RAN SM I SSI ON - 4 2 RLE
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION - 42RLE DIAGNOSIS AND TESTING - EFFECTS OF

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 72 INCORRECT FLUID LEVEL . . . . . . . . . . . . . 142
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 DIAGNOSIS AND TESTING - FLUID
DIAGNOSIS AND TESTING CONTAMINATION . . . . . . . . . . . . . . . . . . . . 143
DIAGNOSIS AND TESTING - AUTOMATIC STANDARD PROCEDURE
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 79 STANDARD PROCEDURE - FLUID LEVEL
DIAGNOSIS AND TESTING - ROAD TEST . . . 79 CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
DIAGNOSIS AND TESTING - HYDRAULIC STANDARD PROCEDURE - FLUID/FILTER
PRESSURE TESTS . . . . . . . . . . . . . . . . . . . . 80 SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
DIAGNOSIS AND TESTING - CLUTCH AIR STANDARD PROCEDURE - TRANSMISSION
PRESSURE TESTS . . . . . . . . . . . . . . . . . . . . 82 FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
DIAGNOSIS AND TESTING - FLUID GEARSHIFT CABLE
LEAKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
STANDARD PROCEDURE - ALUMINUM INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 145
THREAD REPAIR . . . . . . . . . . . . . . . . . . . . . . 84 HOLDING CLUTCHES
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 146
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 86 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 146
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 INPUT CLUTCH ASSEMBLY
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 117 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 146
SCHEMATICS AND DIAGRAMS - 42RLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 120 INPUT SPEED SENSOR
SPECIFICATIONS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 163
42RLE AUTOMATIC TRANSMISSION . . . . . . 133 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 163
SPECIAL TOOLS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
42RLE AUTOMATIC TRANSMISSION . . . . . . 135 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 164
ACCUMULATOR OIL PUMP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 138 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 164
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 138 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 164
ADAPTER HOUSING SEAL DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 164
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 138 OUTPUT SPEED SENSOR
BEARINGS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 166
ADJUSTMENTS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 166
BEARING ADJUSTMENT PROCEDURES . . . 139 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
BRAKE TRANSMISSION SHIFT INTERLOCK INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 166
MECHANISM OVERDRIVE SWITCH
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
ADJUSTMENTS PLANETARY GEARTRAIN
ADJUSTMENT - BRAKE TRANSMISSION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 167
SHIFT INTERLOCK CABLE . . . . . . . . . . . . . 140 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 168
DRIVING CLUTCHES SEAL - OIL PUMP
FLUID AND FILTER SHIFT MECHANISM
DIAGNOSIS AND TESTING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 168
DIAGNOSIS AND TESTING - CAUSES OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 168
BURNT FLUID . . . . . . . . . . . . . . . . . . . . . . . 142
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 71
DIAGNOSIS AND TESTING - SHIFT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 178

MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . 168 TRANSMISSION RANGE SENSOR
ADJUSTMENTS - SHIFT MECHANISM . . . . . . 168 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 178
SOLENOID OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 178
SOLENOID/PRESSURE SWITCH ASSY TRANSMISSION TEMPERATURE SENSOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 VALVE BODY
TORQUE CONVERTER OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 180
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 176 DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 185
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
TRANSMISSION CONTROL RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 178
AU T OM AT I C T RAN SM I SSI ON -
4 2 RLE
DESCRIPTION
Fig. 1 42RLE Automatic Transmission

AU T OM AT I C T RAN SM I SSI ON - 4 2 RLE (Cont inue d)
1 - DRIVEPLATE 6 - REVERSE CLUTCH 11 - STUB SHAFT
2 - TORQUE CONVERTER 7 - FRONT PLANET CARRIER 12 - LOW/REVERSE CLUTCH
3 - INPUT SHAFT 8 - REAR PLANET CARRIER 13 - 2/4 CLUTCH
4 - UNDERDRIVE CLUTCH 9 - OUTPUT SHAFT 14 - OIL PUMP
5 - OVERDRIVE CLUTCH 10 - SNAP RING
The 42RLE (Fig. 1) is a four-speed transmission ing origin, assembly line identifier, build sequence
that is a conventional hydraulic/mechanical assembly number, etc. Refer to (Fig. 2) for identification label
controlled with adaptive electronic controls and mon- breakdown.
itors. The hydraulic system of the transmission con-
sists of the transmission fluid, fluid passages,
hydraulic valves, and various line pressure control
components. An input clutch assembly which houses
the underdrive, overdrive, and reverse clutches is
used. It also utilizes separate holding clutches: 2nd/
4th gear and Low/Reverse. The primary mechanical
components of the transmission consist of the follow-
ing:
Three multiple disc input clutches
Two multiple disc holding clutches
Four hydraulic accumulators
Two planetary gear sets
Hydraulic oil pump
Valve body
Solenoid/Pressure switch assembly
Control of the transmission is accomplished by Fig. 2 Identification Label Breakdown
fully adaptive electronics. Optimum shift scheduling
1 - T=TRACEABILITY
is accomplished through continuous real-time sensor 2 - SUPPLIER CODE (PK=KOKOMO)
feedback information provided to the Transmission 3 - COMPONENT CODE (TK=KOKOMO TRANSMISSION)
Control Module (TCM) portion of the Powertrain 4 - BUILD DAY (350=DEC. 15)
5 - BUILD YEAR (1=2001)
Control Module (PCM). 6 - ASSEMBLY LINE CODE
The TCM is the heart of the electronic control sys- 7 - BUILD SEQUENCE NUMBER
tem and relies on information from various direct 8 - LAST THREE OF P/N
9 - CHANGE LEVEL
and indirect inputs (sensors, switches, etc.) to deter- 10 - TRANSMISSION PART NUMBER
mine driver demand and vehicle operating condi- 11 - P=PART NUMBER
tions. With this information, the TCM can calculate
and perform timely and quality shifts through vari- If the tag is not legible or is missing, the PK
ous output or control devices (solenoid pack, trans- number, which is stamped into the left rear flange of
mission control relay, etc.). the transmission case, can be referred to for identifi-
The TCM also performs certain self-diagnostic cation. The entire part number, build code, and
functions and provides comprehensive information sequence number are stamped into the flange.
(sensor data, DTCs, etc.) which is helpful in proper
diagnosis and repair. This information can be viewed OPERATION
with the DRBt scan tool. The 42RLE transmission ratios are:
TRANSMISSION IDENTIFICATION First 2.84 : 1

The 42RLE transmission can be identified by a
Second 1.57 : 1
barcode label that is affixed to the upper left area of
the bellhousing. Third 1.00 : 1
The label contains a series of digits that can be Overdrive 0.69 : 1
translated into useful information such as transmis-
Reverse 2.21 : 1
sion part number, date of manufacture, manufactur-
FIRST GEAR POWERFLOW
In first gear range, torque input is through the
underdrive clutch to the underdrive hub assembly
(Fig. 3). The underdrive hub is splined to the rear
sun gear. When the underdrive clutch is applied, it
rotates the underdrive hub and rear sun gear. The
L/R clutch is applied to hold the front carrier/rear
annulus assembly. The rear sun gear drives the rear
planetary pinion gears. The rear planetary pinion
gears are forced to walk around the inside of the sta-
tionary rear annulus gear. The pinions are pinned to
the rear carrier and cause the rear carrier assembly
to rotate as they walk around the annulus gear. This
provides the torque output for first gear. The other
planetary gearset components are freewheeling. The
first gear ratio is 2.84:1.
Fig. 3 First Gear Powerflow

1 - UNDERDRIVE CLUTCH APPLIED (Turns Rear Sun) 2 - LOW-REVERSE CLUTCH APPLIED (Holds Rear Annulus/Front Carrier)
SECOND GEAR POWERFLOW
Second gear is achieved by having both planetary
gear sets contribute to torque multiplication (Fig. 4).
As in first gear, torque input is through the under-
drive clutch to the rear sun gear. The 2/4 clutch is
applied to hold the front sun gear stationary. The
rotating rear sun gear turns the rear planetary pin-
ions. The rear pinions rotate the rear annulus/front
carrier assembly. The pinions of the front carrier
walk around the stationary front sun gear. This
transmits torque to the front annulus/rear carrier
assembly, which provides output torque and a gear
ratio of 1.57:1.
Fig. 4 Second Gear Powerflow

1 - UNDERDRIVE CLUTCH APPLIED (Turns Rear Sun) 2 - 2-4 CLUTCH APPLIED (Holds Front Sun)
THIRD GEAR POWERFLOW
In third gear, two input clutches are applied to pro-
vide torque input: the underdrive clutch and over-
drive clutch (Fig. 5). The underdrive clutch rotates
the rear sun gear, while the overdrive clutch rotates
the front carrier/rear annulus assembly. The result is
two components (rear sun gear and rear annulus
gear) rotating at the same speed and in the same
direction. This effectively locks the entire planetary
gearset together and is rotated as one unit. The gear
ratio in third is 1:1.
Fig. 5 Third Gear Powerflow

1 - UNDERDRIVE CLUTCH APPLIED (Turns Rear Sun) 2 - OVERDRIVE CLUTCH APPLIED (Turns Front Carrier/Rear Annulus)
FOURTH GEAR POWERFLOW
In fourth gear input torque is through the over-
drive clutch which drives the front carrier (Fig. 6).
The 2/4 clutch is applied to hold the front sun gear.
As the overdrive clutch rotates the front carrier, it
causes the pinions of the front carrier to walk around
the stationary front sun gear. This causes the front
carrier pinions to turn the front annulus/rear carrier
assembly which provides output torque. In fourth
gear, transmission output speed is more than engine
input speed. This situation is called overdrive and
the gear ratio is 0.69:1.
Fig. 6 Fourth Gear Powerflow

1 - OVERDRIVE CLUTCH APPLIED (Turns Rear Sun) 2 - 2-4 CLUTCH APPLIED (Holds Front Sun)
REVERSE GEAR POWERFLOW
In reverse, input power is through the reverse
clutch (Fig. 7). When applied, the reverse clutch
drives the front sun gear through the overdrive hub
and shaft. The L/R clutch is applied to hold the front
carrier/rear annulus assembly stationary. The front
carrier is being held by the L/R clutch so the pinions
are forced to rotate the front annulus/rear carrier
assembly in the reverse direction. Output torque is
provided, in reverse, with a gear ratio of 2.21:1.
Fig. 7 Reverse Gear Powerflow

1 - LOW-REVERSE CLUTCH APPLIED (Holds Rear Annulus Front Carrier) 2 - REVERSE CLUTCH APPLIED (Turns Front Sun)
DI AGN OSI S AN D T EST I N G Fluid level and condition

Shift linkage adjustment
DIAGNOSIS AND TESTING - AUTOMATIC Diagnostic trouble code inspection
Then perform a road test to determine if the prob-
TRANSMISSION lem has been corrected or that more diagnosis is nec-
essary. If the problem exists after the preliminary
CAUTION: Before attempting any repair on the
tests and corrections are completed, hydraulic pres-
42RLE Four Speed Automatic Transmission, always
sure checks should be performed.
check for proper shift linkage adjustment. Also
check for diagnostic trouble codes with the DRBT
scan tool and the 42RLE Transmission Diagnostic DIAGNOSIS AND TESTING - ROAD TEST
Procedure Manual. Prior to performing a road test, verify that the
fluid level, fluid condition, and linkage adjustment
42RLE automatic transmission malfunctions may have been approved.
be caused by these general conditions: During the road test, the transmission should be
Poor engine performance operated in each position to check for slipping and
Improper adjustments any variation in shifting.
Hydraulic malfunctions If the vehicle operates properly at highway speeds,
Mechanical malfunctions but has poor acceleration, the converter stator over-
Electronic malfunctions running clutch may be slipping. If acceleration is nor-
When diagnosing a problem always begin with mal, but high throttle opening is needed to maintain
recording the complaint. The complaint should be highway speeds, the converter stator clutch may
defined as specific as possible. Include the following have seized. Both of these stator defects require
checks: replacement of the torque converter and thorough
Temperature at occurrence (cold, hot, both) transmission cleaning.
Dynamic conditions (acceleration, deceleration, Slipping clutches can be isolated by comparing the
upshift, cornering) Elements in Use chart with clutch operation
Elements in use when condition occurs (what encountered on a road test. This chart identifies
gear is transmission in during condition) which clutches are applied at each position of the
Road and weather conditions selector lever.
Any other useful diagnostic information. A slipping clutch may also set a DTC and can be
After noting all conditions, check the easily acces- determined by operating the transmission in all
sible variables: selector positions.
ELEM EN T S I N U SE AT EACH POSI T I ON OF SELECT OR LEV ER
INPUT CLUTCHES HOLDING CLUTCHES

Shift Lever Position
Underdrive Overdrive Reverse 2/4 Low/Reverse
P - PARK X
R - REVERSE X X
N - NEUTRAL X
OD - OVERDRIVE
First X X
Second X X
Direct X X
Overdrive X X
D - DRIVE*
First X X
Second X X
Direct X X
L - LOW*
First X X
Second X X
Direct X X
* Vehicle upshift and downshift speeds are increased when in these selector positions.
The process of elimination can be used to detect

any unit which slips and to confirm proper operation
of good units. Road test analysis can diagnose slip-
ping units, but the cause of the malfunction cannot
be determined. Practically any condition can be
caused by leaking hydraulic circuits or sticking
valves.
DIAGNOSIS AND TESTING - HYDRAULIC

PRESSURE TESTS
Pressure testing is a very important step in the
diagnostic procedure. These tests usually reveal the
cause of most transmission problems.
Before performing pressure tests, be certain that
fluid level and condition, and shift cable adjustments
have been checked and approved. Fluid must be at
operating temperature (150 to 200 degrees F.). Fig. 8 Pressure Taps
Install an engine tachometer, raise vehicle on hoist 1 - TORQUE CONVERTER CLUTCH OFF
2 - REVERSE
which allows the wheels to turn, and position 3 - LOW/REVERSE
tachometer so it can be read. 4 - 2/4
Using special adapters L-4559, attach 300 psi 5 - UNDERDRIVE
6 - TORQUE CONVERTER CLUTCH ON
gauge(s) C-3293SP to the port(s) required for test 7 - OVERDRIVE
being conducted.
Test port locations are shown in (Fig. 8).
TEST ONE-SELECTOR IN L (1st Gear) (6) The vehicle should be in second gear and over-
drive clutch pressure should be less than 5 psi.
NOTE: This test checks pump output, pressure reg-
ulation and condition of the low/reverse clutch TEST FOUR-SELECTOR IN OD (Fourth Gear)
hydraulic circuit and shift schedule.
NOTE: This test checks the 2/4 clutch hydraulic cir-
(1) Attach pressure gauge to the low/reverse clutch cuit.
tap.
(2) Move selector lever to the L position. (1) Attach gauge to the 2/4 clutch tap.
(3) Allow vehicle wheels to turn and increase (2) Move selector lever to the OD position.
throttle opening to achieve an indicated vehicle speed (3) Allow vehicle front wheels to turn and increase
to 20 mph. throttle opening to achieve an indicated vehicle speed
(4) Low/reverse clutch pressure should read 115 to of 30 mph. Vehicle should be in fourth gear.
145 psi. (4) The 2/4 clutch pressure should read 75 to 95
psi.
TEST TWO-SELECTOR IN DRIVE (Second Gear)
TEST FIVE-SELECTOR IN OVERDRIVE (Fourth
NOTE: This test checks the underdrive clutch Gear, CC on)
hydraulic circuit as well as the shift schedule.
NOTE: These tests check the torque converter
(1) Attach gauge to the underdrive clutch tap. clutch hydraulic circuit.
(2) Move selector lever to the 3 position.
(3) Allow vehicle wheels to turn and increase (1) Attach gauge to the torque converter clutch off
throttle opening to achieve an indicated vehicle speed pressure tap.
of 30 mph. (2) Move selector lever to the overdrive position.
(4) In second gear the underdrive clutch pressure (3) Allow vehicle wheels to turn and increase
should read 110 to 145 psi. throttle opening to achieve an indicated vehicle speed
of 50 mph. Vehicle should be in 4th gear, CC on.
TEST TWO ASELECTOR IN OD (Fourth Gear)
CAUTION: Both wheels must turn at the same
NOTE: This test checks the underdrive clutch speed.
(4) Torque converter clutch off pressure should be
(1) Attach gauge to the underdrive clutch tap. less than 5 psi.
(2) Move selector lever to the OD position. (5) Now attach the gauge to the torque converter
(3) Allow wheels to rotate freely and increase clutch on pressure tap.
throttle opening to achieve an indicated speed of 40 (6) Move selector to the overdrive position.
mph. (7) Allow vehicle wheels to turn and increase
(4) Underdrive clutch pressure should read below throttle opening to achieve an indicated vehicle speed
5 psi. If not, than either the solenoid assembly or of 50 mph.
controller is at fault. (8) Verify the torque converter clutch is applied
mode using the RPM display of the DRB scan tool.
TEST THREE-SELECTOR IN OVERDRIVE (Third and (9) Torque converter clutch on pressure should be
Second Gear) 60-90 psi.
NOTE: This test checks the overdrive clutch TEST SIX-SELECTOR IN REVERSE
NOTE: This test checks the reverse clutch hydraulic
(1) Attach gauge to the overdrive clutch tap. circuit.
(2) Move selector lever to the OD position.
(3) Allow vehicle wheels to turn and increase (1) Attach gauge to the reverse and low/reverse
throttle opening to achieve an indicated vehicle speed clutch tap.
of 20 mph. (2) Move selector lever to the reverse position.
(4) Overdrive clutch pressure should read 74 to 95 (3) Read reverse clutch pressure with output sta-
psi. tionary (foot on brake) and throttle opened to achieve
(5) Move selector lever to the 3 position and 1500 rpm.
increase indicated vehicle speed to 30 mph. (4) Reverse and low/reverse clutch pressure should
read 165 to 235 psi.
TEST RESULT INDICATIONS (4) If the overdrive clutch pressure is greater than
(1) If proper line pressure is found in any one test, 5 psi in Step 6 of Test Three, a worn reaction shaft
the pump and pressure regulator are working prop- seal ring or a defective solenoid assembly is indi-
erly. cated.
(2) Low pressure in all positions indicates a defec- (5) If the underdrive clutch pressure is greater
tive pump, a clogged filter, or a stuck pressure regu- than 5 psi in Step 4 of Test Two-A, a defective sole-
lator valve. noid/pressure switch assembly or controller is the
(3) Clutch circuit leaks are indicated if pressures cause.
do not fall within the specified pressure range.
ALL PRESSU RE SPECI FI CAT I ON S ARE PSI (ON H OI ST , WI T H WH EELS FREE T O T U RN )
Gear Actual Gear PRESSURE TAPS

Selector Under- Over- Reverse Torque Torque 2/4 Low/
Position drive drive Clutch Converter Converter Clutch Reverse
Clutch Clutch Clutch Clutch Clutch
Off On
PARK - 0 mph * PARK 0-2 0-5 0-2 60-110 45-100 0-2 115-145
REVERSE - 0 mph * REVERSE 0-2 0-7 165-235 50-100 35-85 0-2 165-235
NEUTRAL - 0 mph * NEUTRAL 0-2 0-5 0-2 60-110 45-100 0-2 115-145
Low - 20 mph # FIRST 110-145 0-5 0-2 60-110 45-100 0-2 115-145
Third - 30 mph # SECOND 110-145 0-5 0-2 60-110 45-100 115-145 0-2
Third - 45 mph # DIRECT 75-95 75-95 0-2 60-90 45-80 0-2 0-2
OD - 30 mph # OVERDRIVE 0-2 75-95 0-2 60-90 45-80 75-95 0-2
OD - 50 mph # OVERDRIVE 0-2 75-95 0-2 0-5 60-95 75-95 0-2
WITH TCC
* Engine Speed at 1500 rpm
# CAUTION: Both wheels must be turning at same speed.
DIAGNOSIS AND TESTING - CLUTCH AIR

PRESSURE TESTS
Inoperative clutches can be located by substituting
air pressure for fluid pressure. The clutches may be
tested by applying air pressure to their respective
passages after the valve body has been removed. Use
Special Tool 6599-1 and 6599-2 to perform test (Fig.
9).
To make air pressure tests, proceed as follows:
NOTE: The compressed air supply must be free of

all dirt and moisture. Use a pressure of 30 psi.
Remove oil pan and valve body. See Valve body

recondition.
Apply air pressure to the holes in the special tool,
one at a time. Fig. 9 Air Pressure Test Plate
Listen for the clutch to apply. It will give a slight 1 - AIR PRESSURE TEST PLATES
thud sound. If a large amount of air is heard escap- 2 - 2/4 CLUTCH RETAINER HOLE
ing, the transmission must be removed from vehicle,
disassembled and all seals inspected.
OVERDRIVE CLUTCH DIAGNOSIS AND TESTING - FLUID LEAKAGE
Apply air pressure to the overdrive clutch apply
passage and watch for the push/pull piston to move FLUID LEAKAGE - TORQUE CONVERTER HOUSING
forward. The piston should return to its starting AREA
position when the air pressure is removed. When diagnosing converter housing fluid leaks,
three actions must be taken before repair:
UNDERDRIVE CLUTCH (1) Verify proper transmission fluid level.
Because this clutch piston cannot be seen, its oper- (2) Verify that the leak originates from the con-
ation is checked by function. Air pressure is applied verter housing area and is transmission fluid.
to the low/reverse or the 2/4 clutches. This locks the (3) Determine the true source of the leak.
output shaft. Use a piece of rubber hose wrapped Fluid leakage at or around the torque converter
around the input shaft and a pair of clamp-on pliers area may originate from an engine oil leak (Fig. 11).
to turn the input shaft. Next apply air pressure to The area should be examined closely. Factory fill
the underdrive clutch (Fig. 10). The input shaft fluid is red and, therefore, can be distinguished from
should not rotate with hand torque. Release the air engine oil.
pressure and confirm that the input shaft will rotate.
Fig. 10 Testing Underdrive Clutch Fig. 11 Converter Housing Leak Paths

1 - AIR PRESSURE TEST PLATE 65991
1 - PUMP SEAL
2 - AIR NOZZLE
2 - PUMP VENT
3 - PUMP BOLT
REVERSE CLUTCH 4 - PUMP GASKET
5 - CONVERTER HOUSING
Apply air pressure to the reverse clutch apply pas- 6 - CONVERTER
sage and watch for the push/pull piston to move rear- 7 - REAR MAIN SEAL LEAK
ward. The piston should return to its starting
position when the air pressure is removed. Some suspected converter housing fluid leaks may
not be leaks at all. They may only be the result of
2/4 CLUTCH residual fluid in the converter housing, or excess
Apply air pressure to the feed hole located on the fluid spilled during factory fill, or fill after repair.
2/4 clutch retainer. Look in the area where the 2/4 Converter housing leaks have several potential
piston contacts the first separator plate and watch sources. Through careful observation, a leak source
carefully for the 2/4 piston to move rearward. The can be identified before removing the transmission
piston should return to its original position after the for repair.
air pressure is removed. Pump seal leaks tend to move along the drive hub
and onto the rear of the converter (Fig. 11). Pump
LOW/REVERSE CLUTCH o-ring or pump body leaks follow the same path as a
Apply air pressure to the low/reverse clutch feed seal leak. Pump attaching bolt leaks are generally
hole passage. Look in the area where the low/reverse deposited on the inside of the converter housing and
piston contacts the first separator plate. Watch care- not on the converter itself. Pump seal or gasket leaks
fully for the piston to move forward. The piston usually travel down the inside of the converter hous-
should return to its original position after the air ing (Fig. 11).
pressure is removed.
TORQUE CONVERTER LEAKAGE CAUTION: The crankshaft position sensor can be
Possible sources of torque converter leakage are: damaged during transmission removal (or installa-
Torque converter weld leaks at the outside diam- tion) if the sensor is left in place. To avoid damage,
eter weld (Fig. 12). remove the sensor before removing the transmis-
Torque converter hub weld (Fig. 12). sion.
Fig. 12 Converter Leak Points - Typical

1 - OUTSIDE DIAMETER WELD
2 - TORQUE CONVERTER HUB WELD
3 - STARTER RING GEAR
4 - LUG
STANDARD PROCEDURE - ALUMINUM

THREAD REPAIR
Damaged or worn threads in the aluminum trans-
mission case and valve body can be repaired by the
use of Heli-Coils, or equivalent. This repair consists Fig. 13 Crankshaft Position Sensor
of drilling out the worn-out damaged threads. Then 1 - CRANKSHAFT POSITION SENSOR
tap the hole with a special Heli-Coil tap, or equiva- 2 - MOUNTING BOLT
lent, and installing a Heli-Coil insert, or equivalent, 4 - TRANSMISSION BELLHOUSING
into the hole. This brings the hole back to its original
thread size. (7) If transmission is being removed for overhaul,
Heli-Coil, or equivalent, tools and inserts are remove transmission oil pan, drain fluid and reinstall
readily available from most automotive parts suppli- pan. (Refer to 21 - TRANSMISSION/AUTOMATIC -
ers. 42RLE/FLUID - STANDARD PROCEDURE)
(8) Remove torque converter access cover.
REMOVAL (9) Rotate crankshaft in clockwise direction until
(1) Disconnect battery negative cable. converter bolts are accessible. Then remove bolts one
(2) Raise and support vehicle. at a time. Rotate crankshaft with socket wrench on
(3) Disconnect and lower or remove necessary dampener bolt.
exhaust components. (10) Mark propeller shaft and axle yokes for
(4) Remove engine-to-transmission bending braces assembly alignment. Then disconnect and remove
or engine collar. propeller shafts. (Refer to 3 - DIFFERENTIAL &
(5) Remove starter motor. (Refer to 8 - ELECTRI- DRIVELINE/PROPELLER SHAFT/PROPELLER
CAL/STARTING/STARTER MOTOR - REMOVAL) SHAFT - REMOVAL)
(6) On 4.0L engine equipped vehicles, disconnect
and remove crankshaft position sensor (Fig. 13).
Retain sensor attaching bolt.
(11) Disconnect wires from the input and output (17) Remove bolts securing rear support (Fig. 16)
speed sensors (Fig. 14). and cushion to transmission and skid plate. Raise
(12) Disconnect wires from the transmission range transmission slightly, slide exhaust hanger arm from
sensor (Fig. 14) and the solenoid/pressure switch bracket and remove rear support.
assembly (Fig. 15). (18) Remove bolts attaching skid plate (Fig. 16) to
frame and remove skid plate. (Refer to 13 - FRAME
& BUMPERS/FRAME/TRANSFER CASE SKID
PLATE - REMOVAL)
Fig. 14 Input and Output Speed Sensors and

Transmission Range Sensor
1 - INPUT SPEED SENSOR
2 - OUTPUT SPEED SENSOR Fig. 16 Transmission Mount - Automatic
3 - TRANSMISSION RANGE SENSOR Transmission
1 - TRANSMISSION SUPPORT BRACKET
2 - AUTOMATIC TRANSMISSION
3 - SKID PLATE
4 - FRAME
5 - TRANSMISSION MOUNT SUPPORT BRACKET
6 - CUSHION
(19) Disconnect transfer case vent hose.

(20) Remove transfer case. (Refer to 21 - TRANS-
MISSION/TRANSFER CASE - REMOVAL)
(21) Remove fill tube bracket bolts and pull tube
out of transmission. Retain fill tube seal. Remove the
bolt attaching transfer case vent tube to converter
housing.
(22) Disconnect fluid cooler lines at transmission.
(23) Remove all converter housing bolts.
(24) Carefully work transmission and torque con-
verter assembly rearward off engine block dowels.
Fig. 15 Solenoid/Pressure Switch Assembly (25) Hold torque converter in place during trans-
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY CONNECTOR mission removal.
(26) Lower transmission and remove assembly
(13) Disconnect gearshift cable from transmission from under the vehicle.
manual valve lever. (27) To remove torque converter, carefully slide
(14) Disconnect shift rod from transfer case shift torque converter out of the transmission.
lever or remove shift lever from transfer case.
(15) Support rear of engine with safety stand or
jack.
(16) Raise transmission slightly with service jack
to relieve load on skid plate and transmission sup-
port.
DISASSEMBLY
NOTE: If the transmission is being reconditioned
(clutch/seal replacement) or replaced, it is neces-
sary to perform the Quick Learn Procedure using
the DRBIIIT Scan Tool (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE).
Before disassembling transmission, move the shift

lever clockwise as far as it will go and then remove
the shift lever.
NOTE: Tag all clutch pack assemblies, as they are

removed, for reassembly identification.
CAUTION: Do not intermix clutch discs or plates as

the unit might then fail.
(1) Remove the torque converter from the trans-

mission input shaft (Fig. 17). Fig. 18 Measure Input Shaft End Play Using Tool
(2) Measure input shaft end play using Tool 8266. 8266 - Typical
Set up Tool 8266 and a dial indicator as shown in
1 - TOOL 8266-8
(Fig. 18). Move input shaft in and out to obtain end 2 - TOOL 8266-2
play reading. End play specifications are 0.13 to 0.64 3 - TOOL C-3339
mm (0.005 to 0.025 inch). Record indicator reading
for reference when reassembling the transmission. If NOTE: The four bolts along the bottom of the
endplay exceeds the specified range, the #4 thrust adapter housing have a sealing patch applied from
plate needs to be inspected and changed if necessary. the factory. Note the locations of these bolts and
seperate these bolts for reuse.
(3) Remove the bolts (Fig. 19) that hold the

adapter housing onto the transmission case.
Fig. 17 Remove Torque Converter

1 - TORQUE CONVERTER
2 - TRANSMISSION
3 - INPUT SHAFT
Fig. 19 Remove Adapter Housing Bolts

1 - TRANSMISSION CASE
2 - ADAPTER HOUSING
3 - BOLTS
(4) Remove the adapter (Fig. 21) housing from the (5) Inspect the lube tube grommet (Fig. 20) for
transmission case. There are two pry slots (Fig. 20) damage. If the grommet lip is damaged, it will need
located near the bottom corners of the housing for to be replaced.
separating the housing from the transmission case. (6) Using a Slide Hammer C-3752 (Fig. 22),
remove the 4X4 stub shaft (Fig. 23) from the trans-
mission output shaft. Inspect the cir-clip on the shaft
for damage and replace the clip if necessary.
Fig. 22 Remove the 4X4 Stub shaft Using C-3752

1 - 4X4 STUB SHAFT
2 - PULLER C-3752
Fig. 20 Lube Tube Grommet
1 - HOUSING
2 - LUBE TUBE
3 - GROMMET
4 - PRY SLOTS
Fig. 23 Remove 4X4 Stub Shaft

1 - STUB SHAFT
2 - OUTPUT SHAFT
Fig. 21 Remove Adapter Housing

2 - ADAPTER HOUSING
(7) Remove the input speed sensor bolt (Fig. 24).
(8) Remove the output speed sensor bolt (Fig. 25).
NOTE: The speed sensor bolts have a sealing patch

applied from the factory. Seperate these bolts for
reuse.
(9) Remove the input and output speed sensors

(Fig. 26). Identify the speed sensors for re-installa-
tion since they are not interchangeable.
Fig. 26 Remove Output Speed Sensor

NOTE: One of the oil pan bolts has a sealing patch

applied from the factory. Seperate this bolt for
reuse.
(10) Remove the transmission oil pan bolts (Fig.

27).
Fig. 24 Remove Input Speed Sensor Bolt
Fig. 27 Remove Transmission Oil Pan Bolts

1 - TRANSMISSION OIL PAN
2 - BOLTS
Fig. 25 Remove Output Speed Sensor Bolt

(11) Remove the transmission oil pan (Fig. 28).
Fig. 30 Remove Transmission Filter

Fig. 28 Remove Transmission Oil Pan 1 - TRANSMISSION FILTER
(12) Remove the transmission oil filter screws (Fig.

29).
(13) Remove transmission oil filter (Fig. 30).
(14) Remove the oil filter o-ring from the valve
body (Fig. 31).
Fig. 31 Remove Oil Filter O-Ring

1 - VALVE BODY
2 - O-RING
Fig. 29 Remove Oil Filter Screws

1 - OIL FILTER
2 - SCREWS
(15) Remove valve body-to-case bolts (Fig. 32). (17) Remove underdrive and overdrive accumula-
tors (Fig. 34).
Fig. 32 Remove Valve Body Bolts

1 - BOLTS
CAUTION: Do not handle the valve body by the

manual shaft. Damage could result. Fig. 34 Underdrive and Overdrive Accumulators
1 - OVERDRIVE PISTON AND SPRING
(16) Remove valve body from transmission (Fig. 2 - UNDERDRIVE PISTON AND SPRING
33).
(18) Remove the low/reverse accumulator snap
ring (Fig. 35).
Fig. 33 Remove Valve Body From Transmission

1 - VALVE BODY
Fig. 35 Remove Low/Reverse Accumulator
1 - SNAP RING
2 - LOW/REVERSE ACCUMULATOR
(19) Remove the low/reverse accumulator plug
(Fig. 36).
Fig. 38 Low/Reverse Accumulator

1 - PISTON
2 - RETURN SPRINGS
Fig. 36 Remove Low/Reverse Accumulator Plug
1 - ADJUSTABLE PLIERS (21) Remove and discard the oil pump-to-case bolts
2 - PLUG
(Fig. 39). The oil pump bolts are not to be reused.
(20) Remove low/reverse accumulator piston using
suitable pliers (Fig. 37). Remove piston and springs
(Fig. 38).
Fig. 39 Remove Oil Pump Attaching Bolts

1 - BOLTS
2 - OIL PUMP
Fig. 37 Low/Reverse Accumulator Piston

1 - ACCUMULATOR PISTON
(22) Remove oil pump using C-3752 Pullers (Fig. (24) Remove oil pump gasket (Fig. 42).
40).
Fig. 42 Remove Oil Pump Gasket

Fig. 40 Oil Pump Pullers 1 - BELLHOUSING
1 - OIL PUMP 2 - OIL PUMP GASKET
2 - PULLERS
CAUTION: By-pass valve must be replaced if trans-
(23) Remove oil pump while pushing in on input mission failure occurs.
shaft (Fig. 41).
(25) Remove the cooler by-pass valve (Fig. 43).
Fig. 41 Remove Oil Pump

Fig. 43 Remove By-Pass Valve
1 - PUSH IN ON INPUT SHAFT WHILE REMOVING PUMP
1 - BYPASS VALVE
(26) Remove the #1 caged needle bearing (Fig. 44). (28) Remove the #4 thrust plate (Fig. 46).
Fig. 46 Remove #4 Thrust Plate

Fig. 44 Remove No. 1 Caged Needle Bearing 1 - OVERDRIVE SHAFT ASSEMBLY
1 - #1 CAGED NEEDLE BEARING 2 - #4 THRUST PLATE (SELECT)
2 - NOTE: TANGED SIDE OUT 3 - PETROLATUM FOR RETENTION
(27) Remove the input clutch assembly (Fig. 45). (29) Remove the front sun gear assembly and #4
thrust washer (if still in place) (Fig. 47).
Fig. 47 Remove Front Sun Gear Assembly

1 - FRONT SUN GEAR ASSEMBLY
2 - #4 THRUST WASHER (FOUR TABS)
Fig. 45 Remove Input Clutch Assembly

1 - INPUT CLUTCH ASSEMBLY
(30) Remove the front carrier/rear annulus and #6 NOTE: The number seven needle bearing has three
needle bearing (Fig. 48). antireversal tabs and is common with the number
five and number two position. The orientation
should allow the bearing to seat flat against the
rear sun gear (Fig. 50).
Fig. 48 Remove Front Carrier/Rear Annulus

1 - #6 NEEDLE BEARING
2 - FRONT CARRIER AND REAR ANNULUS ASSEMBLY (TWIST
AND PULL OR PUSH TO REMOVE OR INSTALL).
Fig. 50 Number 7 Bearing
(31) Remove the rear sun gear and #7 needle bear- 1 - #7 BEARING
ing (Fig. 49) and (Fig. 50). 2 - REAR SUN GEAR
NOTE: Verify that Tool 5058A is centered properly

over the 2/4 clutch retainer before compressing. If
necessary, fasten the 5058A bar to the bellhousing
flange with any combination of locking pliers and
bolts to center the tool properly.
(32) Install and load Tool 5058A to remove the 2/4

clutch retainer snap ring (Fig. 51).
Fig. 49 Remove Rear Sun Gear

2 - REAR SUN GEAR
Fig. 51 Remove 2/4 Clutch Retainer Snap Ring

1 - TOOL 5058
2 - SCREWDRIVER
3 - SNAP RING
4 - 2/4 CLUTCH RETAINER
NOTE: The 2/4 Clutch Piston has bonded seals (34) Remove the 2/4 clutch return spring (Fig. 54).
which are not individually serviceable. Seal replace-
ment requires replacement of the piston assembly.
(33) Remove the 2/4 clutch retainer (Fig. 52) and

(Fig. 53).
Fig. 54 Remove 2/4 Clutch Return Spring

1 - 2/4 CLUTCH RETURN SPRING
(35) Remove the 2/4 clutch pack (Fig. 55).
Fig. 52 Remove 2/4 Clutch Retainer

Fig. 55 Remove 2/4 Clutch Pack

1 - CLUTCH PLATE (4)
2 - CLUTCH DISC (4)
Fig. 53 2/4 Clutch Retainer
2 - 2/4 CLUTCH RETURN SPRING
(36) Remove the tapered snap ring (Fig. 56). (38) Remove one (1) low/reverse clutch disc to facil-
itate snap ring removal (Fig. 58).
Fig. 56 Remove Tapered Snap Ring

Fig. 58 Remove One Disc
1 - LOW/REVERSE CLUTCH REACTION PLATE
2 - LONG TAB 1 - ONE DISC FROM LOW/REVERSE CLUTCH
3 - SCREWDRIVER
4 - LOW/REVERSE TAPERED SNAP RING (TAPERED SIDE UP) (39) Remove the low/reverse reaction plate snap
5 - OIL PAN FACE
ring (Fig. 59).
(37) Remove the low/reverse reaction plate (Fig.
57).
Fig. 59 Remove Low/Reverse Reaction Plate Snap

Ring
Fig. 57 Remove Low/Reverse Reaction Plate 1 - SCREWDRIVER
1 - LOW/REVERSE REACTION PLATE (FLAT SIDE UP) 2 - LOW/REVERSE REACTION PLATE FLAT SNAP RING
3 - DO NOT SCRATCH CLUTCH PLATE
(40) Remove the low/reverse clutch pack (Fig. 60).
Fig. 62 Stake Grinding Pattern

1 - TRANSFER SHAFT
2 - TRANSFER SHAFT NUT
Fig. 60 Remove Low/Reverse Clutch Pack
1 - CLUTCH PLATES (5) (42) Using a small chisel, carefully open the stakes
2 - CLUTCH DISCS (5)
on nut (Fig. 63).
CAUTION: Failure to grind and open stakes of the
output shaft nut will result in thread damage to the
shaft during nut removal.
WARNING: WEAR SAFETY GOGGLES WHILE

GRINDING STAKE NUTS.
(41) Using a die grinder or equivalent, grind the

stakes in the shoulder of the shaft nuts as shown in
(Fig. 61) (Fig. 62). Do not grind all the way through
the nut and into the shaft. There are two stakes on
each nut.
Fig. 63 Opening Nut Stakes

1 - CHISEL
2 - NUT STAKE
Fig. 61 Grinding Stakes

1 - TRANSFER SHAFT
2 - GRIND HERE
3 - GRIND HERE
4 - NUT STAKE
(43) Use special tool 6497 and 6498A to remove
the transfer shaft nut or the output shaft nut (Fig.
64).
Fig. 64 Remove Output Shaft Nut

2 - SPECIAL TOOL 6498A
3 - BREAKER BAR
Fig. 66 Remove Front Bearing Cup - Typical
(44) Remove the output shaft from case using a 1 - ARBOR PRESS
shop press (Fig. 65).
Fig. 65 Use Arbor Press to Remove Output Shaft

from Case
1 - OUTPUT SHAFT
2 - ARBOR PRESS
Use special tool 6596 with a shop press to remove Fig. 67 Remove Rear Bearing Cup
the front output shaft bearing cup (Fig. 66).
1 - SPECIAL TOOL 4171 AND 4171-2
(45) Use special tool 6597 and handle C-4171 and 2 - SPECIAL TOOL 6597
C-4171-2 to press the rear output shaft bearing cup
rearward (Fig. 67).
(46) Remove the rear carrier front bearing cone
(Fig. 68).
Fig. 70 Compressor Tool in Use

1 - LOW/REVERSE CLUTCH RETURN SPRING
2 - SNAP RING (INSTALL AS SHOWN)
3 - TOOL 5058A-3
4 - TOOL 5059A
(48) Remove the low/reverse belleville spring snap

ring (Fig. 71).
Fig. 68 Remove Rear Carrier Front Bearing Cone

1 - SPECIAL TOOL 5048-1
3 - REAR CARRIER
(47) Install and load compressor (Fig. 69) as shown

in (Fig. 70).
Fig. 71 Remove Snap Ring

1 - SNAP RING OPENING MUST BE BETWEEN SPRING LEVERS
(AS SHOWN)
Fig. 69 Low/Reverse Spring Compressor Tool

1 - TOOL 6057
2 - TOOL 5059
3 - TOOL 5058-3
(49) Remove the low/reverse piston belleville (52) Remove the guide bracket pivot shaft (Fig.
spring (Fig. 72). 74). Inspect all components (Fig. 75) for wear and
Fig. 72 Low/Reverse Piston Belleville Spring

1 - LOW/REVERSE PISTON RETURN SPRING
2 - PISTON
Fig. 74 Remove Guide Bracket Pivot Shaft
1 - PIVOT PIN
(50) Remove the park sprag pivot retaining screw. 2 - GUIDE BRACKET ASSEMBLY
(51) Drive out the anchor shaft using suitable
punch (Fig. 73).
Fig. 75 Guide Bracket Disassembled

Fig. 73 Anchor Shaft Removal 1 - GUIDE BRACKET
2 - PAWL
1 - PIN PUNCH 3 - SPLIT SLEEVE
2 - GUIDE BRACKET ASSEMBLY 4 - SPACER
5 - STEPPED SPACER
6 - ANTIRATCHET SPRING
NOTE: The Low/Reverse Clutch Piston has bonded (56) Remove the low/reverse piston retainer gasket
seals which are not individually serviceable. Seal (Fig. 78).
replacement requires replacement of the piston
assembly.
(53) Remove the low/reverse clutch piston (Fig.

76).
Fig. 78 Remove Piston Retainer Gasket

1 - GASKET HOLES MUST LINE UP
2 - LOW/REVERSE CLUTCH PISTON RETAINER GASKET
ASSEMBLY
Fig. 76 Remove Low/Reverse Clutch Piston
1 - LOW/REVERSE CLUTCH PISTON NOTE: If the transmission assembly is being recon-
2 - BONDED SEAL ditioned (clutch/seal replacement) or replaced, it is
3 - BONDED SEAL necessary to perform the Quick Learn Procedure
using the DRBIIIT Scan Tool (Refer to 8 - ELECTRI-
(54) Remove the low/reverse piston retainer
CAL/ELECTRONIC CONTROL MODULES/TRANS-
screws.
MISSION CONTROL MODULE - STANDARD
(55) Remove low/reverse piston retainer (Fig. 77).
PROCEDURE).
(1) Install the output bearing cups using Special

Tool - 5050A (Fig. 79).
Fig. 79 Bearing Cup Installation Special Tool -

5050A
Fig. 77 Remove Piston Retainer
1 - LOW/REVERSE CLUTCH PISTON RETAINER
2 - GASKET
(2) Install low/reverse piston retainer gasket (Fig. (4) Install low/reverse piston retainer-to-case
80). screws (Fig. 82) and torque to 5 Nm (45 in. lbs.).
Fig. 80 Install Piston Retainer Gasket Fig. 82 Install Retainer Attaching Screws
1 - GASKET HOLES MUST LINE UP 1 - LOW/REVERSE CLUTCH PISTON RETAINER
2 - LOW/REVERSE CLUTCH PISTON RETAINER GASKET 2 - SCREWDRIVER
3 - TORX-LOC SCREWS
(3) Install low/reverse piston retainer (Fig. 81).
NOTE: The Low/Reverse Clutch Piston has bonded
seals which are not individually serviceable. Seal
replacement requires replacement of the piston
assembly.
(5) Install low/reverse clutch piston (Fig. 83).
Fig. 81 Install Piston Retainer

1 - LOW/REVERSE CLUTCH PISTON RETAINER
2 - GASKET
Fig. 83 Install Low/Reverse Clutch Piston

1 - LOW/REVERSE CLUTCH PISTON
2 - BONDED SEAL
3 - BONDED SEAL
(6) Assemble guide bracket assembly as shown in (7) Install guide bracket pivot shaft (Fig. 86).
(Fig. 84) (Fig. 85).
Fig. 86 Install Guide Bracket Pivot Shaft

Fig. 84 Guide Bracket Assembly 1 - PIVOT PIN
2 - GUIDE BRACKET ASSEMBLY
1 - GUIDE BRACKET
2 - PAWL
3 - SPLIT SLEEVE CAUTION: When installing, be sure guide bracket
4 - SPACER and split sleeve touch the rear of the transmission
5 - STEPPED SPACER case.
6 - ANTIRATCHET SPRING
(8) Install park sprag pivot retaining screw and

torque to 4.5 Nm (40 in. lbs.).
(9) Install low/reverse piston belleville spring into
position (Fig. 87).
Fig. 85 Guide Bracket

1 - GUIDE BRACKET
2 - ANTIRATCHET SPRING (MUST BE ASSEMBLED AS SHOWN)
3 - PAWL
Fig. 87 Install Low/Reverse Piston Return Spring
1 - LOW/REVERSE PISTON RETURN SPRING
2 - PISTON
(10) Install and load low/reverse spring compressor
tool as shown in (Fig. 88) (Fig. 89) to facilitate snap
ring installation.
Fig. 90 Install Snap Ring

1 - SNAP RING OPENING MUST BE BETWEEN SPRING LEVERS
(AS SHOWN)
Fig. 88 Low/Reverse Spring Compressor Tool 3 - TOOL 6057
1 - TOOL 6057
2 - TOOL 5059
3 - TOOL 5058-3
Fig. 89 Compressor Tool in Use

1 - LOW/REVERSE CLUTCH RETURN SPRING
2 - SNAP RING (INSTALL AS SHOWN)
3 - TOOL 5058A-3
4 - TOOL 5059A
(11) Install snap ring and remove compressor tool

(Fig. 90).
(12) Install rear carrier front bearing cone (Fig.
91). Fig. 91 Install Rear Carrier Front Bearing Cone
(13) Check output bearing preload. Output bear- 1 - ARBOR PRESS
ing preload must be checked and/or adjusted if 2 - SPECIAL TOOL C-4171
any of the following items have been replaced: 4 - REAR CARRIER
Output shaft (rear carrier assembly)
Output shaft bearings
Transmission case
(a) PRELOAD CHECK/SHIM SELECTION: (f) Do not re-use old output shaft nut
Install rear output shaft bearing cone and special because the removed stake weakens the nut
tool 6618A (Fig. 92). flange. Using special tools 6497 and 6498-A,
(b) Install special tool 6618A (Fig. 93). Lightly install new output shaft nut. Do not reuse old out-
tighten retaining screws. Screws should be below put shaft nut. Tighten new output shaft nut to 271
the plate surface, but do not snug screws. Nm (200 ft. lbs.).
(c) Turn case over on arbor press so that the
plate is resting on the press base. CAUTION: The
output shaft will extend through the hole of
tool 6618A. Ensure your press table has clear-
ance for the output shaft.
(d) Install shim on output shaft (Fig. 94). Apply
small amount of petrolatum onto the shim to hold
it in place. Use the original shim as a starting
point. If original shim is not available, use the
thickest shim available.
(e) Install output shaft/rear carrier into rear bear-
ing. The shaft must be pressed into position. Use spe-
cial tool MD-998911 (Disc) and C- 4171 and C4171-2
(Handle) to press shaft into rear bearing (Fig. 95).
Fig. 94 Shim Installation

1 - SHIM
2 - OUTPUT SHAFT
Fig. 92 Bearing Installation

1 - SPECIAL TOOL 6618-A
2 - REAR OUTPUT SHAFT BEARING
Fig. 95 Press Shaft Into Case

Fig. 93 Special Tool Installed 1 - SPECIAL TOOL C-4171 AND C-4171-2
1 - SPECIAL TOOL 6618-A 2 - SPECIAL TOOL MD-998911
(g) Check the turning torque of the output shaft
(Fig. 96). The shaft should have 1 to 8 in. lbs. of
turning torque. If the turning torque is higher
than 8 in. lbs., install a thicker shim. If turning
torque is less than 1 in. lb., install a thinner shim.
Make sure there is no end play.
(h) The new nut must be staked after the correct
turning torque is obtained (Fig. 97) (Fig. 98). Use
special tool 6639 to stake output shaft nut. CAU-
TION: Failure to stake nut could allow the
nut to back-off during use.
Fig. 97 Staking Output Shaft Nut - Typical

1 - ARBOR PRESS
2 - STAKING TOOL - 6639
3 - NEW NUT
Fig. 96 Checking Turning Torque

1 - TORQUE WRENCH
2 - SPECIAL TOOL 6498-A
3 - OUTPUT SHAFT NUT
Fig. 98 Properly Staked Nut

1 - BOTTOMED IN SLOT
2 - CORRECTLY STAKED NUT
(14) Install low/reverse clutch pack (Fig. 99). (16) Install one low/reverse clutch disc (Fig. 101).
Leave uppermost disc out to facilitate snap ring
installation.
Fig. 101 Install One Disc

1 - ONE DISC FROM LOW/REVERSE CLUTCH
Fig. 99 Install Low/Reverse Clutch Pack (17) Install low/reverse reaction plate with flat
1 - CLUTCH PLATES (5) side up (Fig. 102).
2 - CLUTCH DISCS (5)
(15) Install low/reverse reaction plate snap ring

(Fig. 100).
Fig. 102 Install Low/Reverse Reaction Plate

1 - LOW/REVERSE REACTION PLATE (FLAT SIDE UP)
Fig. 100 Install Low/Reverse Reaction Plate Snap

Ring
1 - SCREWDRIVER
2 - LOW/REVERSE REACTION PLATE FLAT SNAP RING
3 - DO NOT SCRATCH CLUTCH PLATE
(18) Install a new tapered snap ring (tapered side (19) Measure low/reverse clutch pack. Set up dial
out) (Fig. 103). Make sure that the snap ring ends indicator as shown in (Fig. 105). Press down clutch
are oriented as shown (Fig. 104) pack with finger and zero dial indicator. Record mea-
surement in four (4) places and take average reading.
Low/Reverse clutch pack clearance is 0.84 to
1.60 mm (0.033 to 0.063 inch).
Fig. 103 Snap Ring Installed

1 - SCREWDRIVER
2 - TAPERED SNAP RING (INSTALL AS SHOWN)
Fig. 105 Check Low/Reverse Clutch Clearance
1 - DIAL INDICATOR
2 - DIAL INDICATOR TIP TOOL 6268
3 - HOOK TOOL
(20) Select the proper low/reverse reaction plate to

achieve specifications.
(21) Install 2/4 clutch pack (Fig. 106).
Fig. 106 Install 2/4 Clutch Pack

1 - CLUTCH PLATE (4)
Fig. 104 Tapered Snap Ring Instructions 2 - CLUTCH DISC (4)
NOTE: The 2/4 Clutch Piston has bonded seals (23) Install 2/4 clutch retainer (Fig. 109).
which are not individually serviceable. Seal replace-
ment requires replacement of the piston assembly.
(22) Install 2/4 clutch belleville spring (Fig. 107)

(Fig. 108).
Fig. 109 Install 2/4 Clutch Retainer

NOTE: Verify that Tool 5058A is centered properly

over the 2/4 clutch retainer before compressing. If
Fig. 107 Install 2/4 Clutch Return Spring necessary, fasten the 5058A bar to the bellhousing
1 - 2/4 CLUTCH RETURN SPRING flange with any combination of locking pliers and
bolts to center the tool properly.
(24) Set up Tool 5058 as shown in (Fig. 110). Com-

press 2/4 clutch just enough to facilitate snap ring
installation.
Fig. 108 Proper Orientation of 2/4 Clutch

1 - NOTE POSITION
2 - RETURN SPRING
Fig. 110 Remove 2/4 Clutch Retainer Snap Ring

1 - TOOL 5058
2 - SCREWDRIVER
3 - SNAP RING
(25) Measure 2/4 clutch clearance: Set up dial petrolatum can be used to hold the bearing to
indicator as shown in (Fig. 111). Press down clutch the rear sun gear.
pack with finger and zero dial indicator. Record mea- (27) Install rear sun gear and #7 needle bearing
surement in four (4) places and take average reading. (Fig. 113).
The 2/4 clutch pack clearance is 0.76 to 2.64 mm
(0.030 to 0.104 inch). If not within specifications,
the clutch is not assembled properly or is excessively
worn. There is no adjustment for the 2/4 clutch
clearance.
Fig. 113 Install Rear Sun Gear

2 - REAR SUN GEAR
(28) Install front carrier/rear annulus assembly

Fig. 111 Check 2/4 Clutch Clearance and #6 needle bearing (Fig. 114).
1 - DIAL INDICATOR
2 - HOOK TOOL
3 - DIAL INDICATOR TIP TOOL 6268
(26) Install the #7 needle bearing to the rear sun

gear (Fig. 112). The number 7 needle bearing has
three antireversal tabs and is common with the
number 5 and number 2 position. The orienta-
tion should allow the bearing to seat flat
against the rear sun gear. A small amount of
Fig. 114 Install Front Carrier/Rear Annulus

2 - FRONT CARRIER AND REAR ANNULUS ASSEMBLY (TWIST
AND PULL OR PUSH TO REMOVE OR INSTALL).
Fig. 112 Number 7 Bearing

1 - #7 BEARING
2 - REAR SUN GEAR
(29) Install front sun gear assembly and #4 thrust (e) Measure the input shaft end play with the
washer (Fig. 115). transmission in the vertical position. This will
ensure that the measurement will be accurate.
(f) Set up and measure endplay using End Play
Set 8266 and Dial Indicator Set C3339 as shown in
(Fig. 118).
Fig. 115 Install Front Sun Gear Assembly

2 - #4 THRUST WASHER (FOUR TABS)
(30) Determine proper #4 thrust plate thickness.

(a) Select the thinnest #4 thrust plate thickness.
(b) Install #4 thrust plate (Fig. 116) using petro-
latum to hold into position.
(c) Install input clutch assembly. Ensure the
input clutch assembly is completely seated by view-
ing position through input speed sensor hole. If Fig. 117 Remove Oil Pump O-Ring
the speed sensor tone wheel is not centered 1 - OIL PUMP ASSEMBLY
2 - O-RING
in the opening, the input clutch assembly is
not seated properly.
(d) Remove the oil pump o-ring (Fig. 117) and
install oil pump and gasket to transmission.
Tighten the oil pump bolts to 30 Nm (265 in. lbs.).
Use screw-in dowels or phillips-head screw-
drivers to align pump to case. Be sure to rein-
stall O-ring on oil pump after selecting the
proper No. 4 thrust plate.
Fig. 118 Measure Input Shaft End Play Using Tool

Fig. 116 Install #4 Thrust Plate 8266 - Typical
1 - OVERDRIVE SHAFT ASSEMBLY 1 - TOOL 8266-8
2 - #4 THRUST PLATE (SELECT) 2 - TOOL 8266-2
3 - PETROLATUM FOR RETENTION 3 - TOOL C-3339
(g) Measure input shaft end play. Input shaft
end play must be 0.127 to 0.635 mm (0.005 to
0.025 inch). For example, if end play reading is
0.055 inch, select No. 4 Thrust Plate which is 0.071
to 0.074 thick. This should provide an input shaft
end play reading of 0.020 inch, which is within
specifications.
(h) Remove oil pump, gasket, and input clutch
assembly to gain access to and install proper #4
thrust plate.
(31) Install input clutch assembly with proper
thrust plate (Fig. 119).
Fig. 120 Install No. 1 Caged Needle Bearing

1 - #1 CAGED NEEDLE BEARING
2 - NOTE: TANGED SIDE OUT
Fig. 119 Install Input Clutch Assembly

1 - INPUT CLUTCH ASSEMBLY Fig. 121 Install By-Pass Valve
1 - BYPASS VALVE
(32) Install #1 caged needle bearing (Fig. 120).
(33) Replace cooler by-pass valve if transmission
failure has occurred (Fig. 121).
CAUTION: By-pass valve MUST be replaced if trans-

mission failure occurs.
NOTE: To align oil pump, gasket, and case during

installation, use threaded dowels or phillips screw-
drivers.
(34) Install oil pump gasket (Fig. 122).
Fig. 122 Install Oil Pump Gasket

1 - BELLHOUSING
2 - OIL PUMP GASKET
(35) Install oil pump and torque the new oil pump- (37) Install low/reverse accumulator plug (Fig.
to-case bolts to 30 Nm (265 in. lbs.) (Fig. 123). Do 125).
not reuse original oil pump bolts.
Fig. 125 Install Low/Reverse Accumulator Plug

Fig. 123 Install Oil Pump Attaching Bolts 1 - ADJUSTABLE PLIERS
1 - BOLTS 2 - PLUG
2 - OIL PUMP
(38) Install low/reverse accumulator snap ring
(36) Install low/reverse accumulator as shown in (Fig. 126).
(Fig. 124).
Fig. 126 Install Low/Reverse Accumulator Snap

Fig. 124 Low/Reverse Accumulator Ring
1 - PISTON 1 - SNAP RING
2 - RETURN SPRINGS 2 - LOW/REVERSE ACCUMULATOR
(39) Install underdrive and overdrive accumulators (41) Install seven (7) valve body-to-case bolts (Fig.
and springs (Fig. 127). 129) and torque to 12 Nm (105 in. lbs.).
Fig. 129 Install Valve Body Bolts (7)

1 - BOLTS
Fig. 127 Underdrive and Overdrive Accumulators (42) Install transmission oil filter (Fig. 130).
1 - OVERDRIVE PISTON AND SPRING Tighten the bolts to 5 Nm (45 in. lbs.)
2 - UNDERDRIVE PISTON AND SPRING
CAUTION: Do not handle the valve body by the

manual shaft. Damage could result.
(40) Install valve body into place as shown in (Fig.

128).
Fig. 130 Install Transmission Filter

1 - TRANSMISSION FILTER
Fig. 128 Install Valve Body Onto Transmission

1 - VALVE BODY
NOTE: Before installing the oil pan bolt in the bolt
hole located between the torque converter clutch
on and U/D clutch pressure tap circuits (Fig. 131), it
will be necessary to replentish the sealing patch on
the bolt using MoparT Lock & Seal Adhesive.
Fig. 132 Install Transmission Oil Pan

Nm (80 in. lbs.).
Fig. 131 Pan Fastener

1 - FRONT DRIVESHAFT
2 - PRESSURE PORTS
5 - SECOND TRANSMISSION OIL PAN BOLT ON LEFT SIDE
6 - FIRST TRANSMISSION OIL PAN BOLT
(43) Install transmission oil pan (Fig. 132) with a

bead of Mopart ATF RTV. Torque oil pan-to-case
bolts to 20 Nm (14.5 ft. lbs.). Fig. 133 Input and Output Speed Sensors and
NOTE: Before installing either speed sensor bolt, it
will be necessary to replentish the sealing patch on 1 - INPUT SPEED SENSOR
the bolt using MoparT Lock & Seal Adhesive. 3 - TRANSMISSION RANGE SENSOR
(44) Install both speed sensors into transmission

case (Fig. 133). Torque the speed sensor bolts to 9
(45) As a final check of the transmission, measure
the input shaft end play. This will indicate when a #4
thrust plate change is required. The #4 thrust plate
is located behind the overdrive clutch hub. Attach a
dial indicator to transmission bell housing with its
plunger seated against end of input shaft (Fig. 134).
Move input shaft in and out to obtain end play read-
ing. Input shaft end play must be 0.127 to 0.635
mm (0.005 to 0.025 inch). If not within specifica-
tions, make the necessary thrust plate adjustment.
Fig. 135 Lube Tube Grommet

1 - HOUSING
2 - LUBE TUBE
3 - GROMMET
4 - PRY SLOTS
Fig. 134 Measure Input Shaft End Play Using Tool

8266 - Typical
1 - TOOL 8266-8
2 - TOOL 8266-2
3 - TOOL C-3339
(46) Inspect the lube tube grommet (Fig. 135) for

damage. If the grommet lip is damaged, it will need
to be replaced.
(47) Install the 4X4 stub shaft onto the transmis-
sion output shaft.
(48) Place a bead of Mopart ATF RTV on the rear
surface of the transmission case for the adapter
housing. Fig. 136 Install Adapter Housing
(49) Install the adapter (Fig. 136) housing onto the 1 - TRANSMISSION CASE
transmission case. 2 - ADAPTER HOUSING
NOTE: Before installing the lowermost four adapter
housing bolts (Fig. 137), it will be necessary to
replentish the sealing patch on the bolts using
MoparT Lock & Seal Adhesive.
Fig. 138 Install Adapter Housing Bolts

2 - ADAPTER HOUSING
3 - BOLTS
Fig. 137 Adapter Housing Fasteners

1 - STUD, ADAPTER/EXTENSION
2 - TRANSMISSION MOUNT FASTENERS (4)
3 - TRANSMISSION MOUNT
5 - NUT, EXHAUST HANGER BRACKET (2)
6 - STUD, ADAPTER/EXTENSION
8 - BOLT, ADAPTER/EXTENSION (2)
(50) Install the bolts (Fig. 138) that hold the

adapter housing onto the transmission case. Be sure
to install any stud bolts to their original locations.
Tighten the bolts to 54 Nm (40 ft.lbs.).
INSTALLATION Fig. 139 Checking Converter Seating - Typical

(1) Check torque converter hub and hub drive 1 - SCALE
notches for sharp edges burrs, scratches, or nicks. 2 - STRAIGHTEDGE
Polish the hub and notches with 320/400 grit paper
and crocus cloth if necessary. The hub must be (7) Lightly grease crankshaft flange hole.
smooth to avoid damaging pump seal at installation. (8) Position transmission on jack and secure it
(2) Lubricate converter drive hub and oil pump with safety chains.
seal lip with transmission fluid. (9) Check condition of converter driveplate.
(3) Align converter and oil pump. Replace the plate if cracked, distorted or damaged.
(4) Carefully insert converter in oil pump. Then Also be sure transmission dowel pins are seated
rotate converter back and forth until fully seated in in engine block and protrude far enough to
pump gears. hold transmission in alignment.
(5) Check converter seating with steel scale and (10) Raise transmission and align converter with
straightedge (Fig. 139). Surface of converter lugs drive plate and converter housing with engine block.
should be 1/2 in. to rear of straightedge when con- (11) Move transmission forward. Then raise, lower
verter is fully seated. or tilt transmission to align converter housing with
(6) Temporarily secure converter with C-clamp. engine block dowels.
(12) 22Carefully work transmission forward and (19) Install skid plate (Fig. 141) and attach trans-
over engine block dowels until converter hub is mission rear support to skid plate. (Refer to 13 -
seated in crankshaft. FRAME & BUMPERS/FRAME/TRANSFER CASE
(13) Install and tighten bolts that attach transmis- SKID PLATE - INSTALLATION)
sion converter housing to engine block.
CAUTION: Be sure the converter housing is fully

seated on the engine block dowels before tighten-
ing any bolts.
(14) Install torque converter attaching bolts.

Tighten bolts to 88 Nm (65 ft. lbs.).
(15) On 4.0L engine equipped vehicles, install the
crankshaft position sensor (Fig. 140).
Fig. 141 Transmission Mount - Automatic

Transmission
1 - TRANSMISSION SUPPORT BRACKET
2 - AUTOMATIC TRANSMISSION
3 - SKID PLATE
4 - FRAME
5 - TRANSMISSION MOUNT SUPPORT BRACKET
6 - CUSHION
(20) Remove engine support fixture.

(21) Remove transmission jack.
(22) Connect input and output speed sensor wires
(Fig. 142).
Fig. 140 Crankshaft Position Sensor

2 - MOUNTING BOLT
(16) Install transmission fill tube and seal. Install

new fill tube seal in transmission before installation.
(17) Connect transmission cooler lines to transmis-
sion.
(18) Install transfer case onto transmission. (Refer
to 21 - TRANSMISSION/TRANSFER CASE -
INSTALLATION)
3 - TRANSMISSION RANGE SENSOR
(23) Connect wires to the transmission range sen- (25) Install exhaust pipes and support brackets, if
sor (Fig. 142) and the solenoid/pressure switch removed.
assembly (Fig. 143). (26) Install starter motor (Refer to 8 - ELECTRI-
CAL/STARTING/STARTER MOTOR - INSTALLA-
TION) and cooler line bracket.
(27) Install new plastic retainer grommet on any
shift linkage rod or lever that was disconnected.
Grommets should not be reused. Use pry tool to
remove rod from grommet and cut away old grom-
met. Use pliers to snap new grommet into lever and
to snap rod into grommet at assembly.
(28) Connect gearshift cable.
(29) Connect transfer case shift linkage.
(30) Adjust gearshift linkage, if necessary.
(31) Align and connect propeller shaft(s). (Refer to
3 - DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - INSTALLATION)
(32) Fill transfer case to bottom edge of fill plug
hole.
Fig. 143 Solenoid/Pressure Switch Assembly (33) Lower vehicle and connect battery negative
cable.
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY CONNECTOR
(34) Fill transmission to correct level with Mopart
(24) Install converter housing access cover. ATF +4.
SCHEMATICS AND DIAGRAMS - 42RLE TRANSMISSION
Park/Neutral (Speed Under 8 mph)

Neutral (Speed Over 8 mph)

Reverse
Reverse Block (Shift to Reverse w/Speed Over 8 mph)

First Gear
Second Gear
Second Gear (EMCC)

Direct Gear
Direct Gear (EMCC)

Direct Gear (CC On)

Overdrive
Overdrive (EMCC)
Overdrive (CC On)

SPECI FI CAT I ON S
42RLE AUTOMATIC TRANSMISSION
GEN ERAL SPECI FI CAT I ON S
Four-Speed Automatic, Electronically Controlled, Fully

Transmission Type
Adaptive, Electronically Modulated Torque Converter
Lubrication Method Pump (internal - external gear-type)
Water Heat Exchanger and/or Air-to-Oil Heat
Cooling Method
Exchanger
GEAR RAT I OS
1st Gear 2.84:1

2nd Gear 1.57:1
3rd Gear (Direct) 1.00:1
4th Gear (Overdrive) 0.69:1
Reverse Gear 2.21:1
BEARI N G PRELOAD (DRAG TORQU E)
Description Metric Standard

Output Shaft 0.22-0.903 Nm 1-8 in. lbs.
CLU T CH PACK

Low/Reverse Clutch (Select
0.84-1.60 mm 0.033-0.063 in.
Reaction Plate)
Two/Four Clutch (No Select) 0.76-2.64 mm 0.030-0.104 in.
Reverse Clutch (Select Snap Ring) 0.89-1.37 mm 0.035-0.054 in.
Overdrive Clutch (No Select) 1.07-3.25 mm 0.042-0.128 in.
Underdrive Clutch (Select Reaction
0.94-1.50 mm 0.037-0.059 in.
Plate)
I N PU T SH AFT

End Play 0.127-0.635 mm 0.005-0.025 in.
OI L PU M P CLEARAN CES
DESCRIPTION METRIC STANDARD

Outer Gear-to-Crescent 0.060-0.298 mm 0.0023-0.0117 in.
Inner Gear-to-Crescent 0.093-0.385 mm 0.0036-0.0151 in.
Outer Gear-to-Pocket 0.089-0.202 mm 0.0035-0.0079 in.
Outer Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in.
Inner Gear Side Clearance 0.020-0.046 mm 0.0008-0.0018 in.
Description Nm Ft. Lbs. In. Lbs.

Bolt, Converter-to-Driveplate 88 65 -
Bolt, Fluid Filter-to-Valve Body 5 - 45
Bolt, L/R Clutch Retainer-to-Case 5 - 45
Bolt, Adapter/Extension Housing 54 40 -
Bolt, Manual Valve Lever-to-Manual Valve 5 - 45
Bolt, Oil Pan-to-Case 20 14.5 -
Bolt, Oil Pump-to-Case 30 - 265
Bolt, Park Sprag Retainer 4.5 - 40
Bolt, Reaction Shaft Support Halves 28 - 250
Bolt, Solenoid/Pressure Switch Assy-to-
5.5 - 50
Valve Body
Bolt, Valve Body-to-Case 12 - 105
Bolt, Valve Body-to-Transfer Plate 5 - 45
Fitting, Cooler Line 47.5 35 -
Nut, Output Shaft 271 200 -
Plug, Pressure Tap 5 - 45
Bolt, Input Speed-to-Case Sensor 9 - 80
Bolt, Output Speed-to-Case Sensor 9 - 80
SPECI AL T OOLS
42RLE AUTOMATIC TRANSMISSION
Pressure Gauge (High) C-3293SP Universal Handle C-4171
Handle Extension C-4171-2

Dial Indicator C-3339
Adapter Set L-4559

Slide Hammer C-3752
Puller Set 5048

Seal Puller C-3981B
Installer 5050A Disk 6057
Compressor 5058A Tip 6268
Compressor 5059-A Remover/Installer 6301
Installer 5067 Remover/Installer 6302
Remover 6310
Installer 6052
Wrench 6497
Support Plate 6618A
Wrench 6498-A
Staking Tool 6639
Puller Jaws 6545
End Play Set 8266
Remover 6596
Remover 6597
Pressure Fixture 8391
Plate Set 6599

ACCUMULATOR The 2/4 accumulator is located in the valve body. It
is retained by a cover and retaining screws (Fig.
DESCRIPTION 146).
The 42RLE underdrive, overdrive, low/reverse, and
2/4 clutch hydraulic circuits each contain an accumu-
lator. An accumulator typically consists of a piston,
return spring(s), and a cover or plug. The overdrive
and underdrive accumulators are located within the
transmission case, and are retained by the valve
body (Fig. 144).
Fig. 146 2/4 Accumulator Assembly

1 - VALVE BODY
2 - RETAINER PLATE
3 - DETENT SPRING
4 - RETURN SPRINGS
5 - PISTON
OPERATION
The function of an accumulator is to cushion the
application of a frictional clutch element. When pres-
surized fluid is applied to a clutch circuit, the appli-
Fig. 144 Underdrive and Overdrive Accumulators cation force is dampened by fluid collecting in the
1 - OVERDRIVE PISTON AND SPRING respective accumulator chamber against the piston
2 - UNDERDRIVE PISTON AND SPRING and springs. The intended result is a smooth, firm
clutch application.
The low reverse accumulator (Fig. 145) is also
located within the transmission case, but the assem-
bly is retained by a cover and a snap-ring. ADAPT ER H OU SI N G SEAL
REMOVAL
(1) Remove the transfer case (Refer to 21 -
TRANSMISSION/TRANSFER CASE - REMOVAL).
(2) Using a screw mounted in a slide hammer,
remove the adapter housing seal.
INSTALLATION
(1) Install a new adapter housing seal with Tool
Handle C-4171 and Installer C-3860-A.
(2) Install the transfer case (Refer to 21 - TRANS-
MISSION/TRANSFER CASE - INSTALLATION).
Fig. 145 Low/Reverse Accumulator

1 - PISTON
2 - RETURN SPRINGS
BEARI N GS NOTE: All bearing adjustments must be made with

no other component interference or gear inter-
mesh.
ADJ U ST M EN T S
Oil all bearings before checking turning torque.
BEARING ADJUSTMENT PROCEDURES
Take extreme care when removing and installing BRAK E T RAN SM I SSI ON SH I FT
bearing cups and cones. Use only an arbor press
for installation, as a hammer may not properly I N T ERLOCK M ECH AN I SM
align the bearing cup or cone. Burrs or nicks on the
bearing seat will give a false end play reading, while DESCRIPTION
gauging for proper shims. Improperly seated bearing The Brake Transmission Shifter/Ignition Interlock
cup and cones are subject to low-mileage failure. (BTSI), is a cable and solenoid operated system. It
Bearing cups and cones should be replaced if they interconnects the automatic transmission floor
show signs of pitting or heat distress. mounted shifter to the steering column ignition
If distress is seen on either the cup or bearing roll- switch (Fig. 147).
ers, both cup and cone must be replaced.
NOTE: Bearing drag torque specifications must be

maintained to avoid premature bearing failures.
Used (original) bearing may lose up to 50 percent

of the original drag torque after break-in.
Fig. 147 Ignition Interlock Cable Routing

1 - SHIFT MECHANISM 5 - SOLENOID
2 - LOCK-TAB 6 - WIRE CONNECTOR
3 - IGNITION LOCK INTERLOCK 7 - TIE STRAP
4 - STEERING COLUMN 8 - PARK/BRAKE INTERLOCK CABLE
BRAK E T RAN SM I SSI ON SH I FT I N T ERLOCK M ECH AN I SM (Cont inue d)
OPERATION
The system locks the shifter into the PARK posi-
tion. The Interlock system is engaged whenever the
ignition switch is in the LOCK or ACCESSORY posi-
tion. An additional electrically activated feature will
prevent shifting out of the PARK position unless the
brake pedal is depressed at least one-half an inch. A
magnetic holding device in line with the park/brake
interlock cable is energized when the ignition is in
the RUN position. When the key is in the RUN posi-
tion and the brake pedal is depressed, the shifter is
unlocked and will move into any position. The inter-
lock system also prevents the ignition switch from
being turned to the LOCK or ACCESSORY position
(Fig. 148) unless the shifter is fully locked into the
PARK position.
Fig. 149 Brake/Park Interlock Cable
1 - IGNITION LOCK
2 - LOCK TAB
3 - CABLE END
INSTALLATION
(1) Route replacement cable behind instrument
panel and under floor console area to shift mecha-
nism.
(2) Insert cable end into opening in steering col-
umn hub under ignition lock. Push cable inward
until lock tab engages.
Fig. 148 Ignition Key Cylinder Actuation (3) Insert the cable end into the shifter bellcrank.
1 - SLIDER LOCKED (4) Place gear selector in PARK.
2 - CAM RETURN SPRING (5) Push the spring-loaded cable adjuster forward
3 - INTERLOCK CABLE
4 - CAM and snap cable into bracket.
5 - SLIDER (6) Adjust the brake transmission shifter interlock
cable.
REMOVAL (7) Verify that the cable adjuster lock clamp is
(1) Remove lower steering column cover. (Refer to pushed downward to the locked position.
23 - BODY/INSTRUMENT PANEL/STEERING COL- (8) Test the park-lock cable operation.
UMN OPENING COVER - REMOVAL) (9) Install the floor console and related trim.
(2) Remove lower steering column shroud. (10) Install tie strap to hold cable to base of steer-
(3) Remove tie strap near the solenoid retaining ing column.
the brake transmission interlock cable to the steering (11) Install lower steering column shroud and igni-
column. tion lock.
(4) Disengage wire connector from solenoid. (12) Install lower steering column cover.
(5) With the ignition removed or in the unlocked
position, disengage lock tab holding cable end to
steering column (Fig. 149).
ADJ U ST M EN T S
(6) Pull cable end from steering column.
(7) Remove the floor console and related trim. ADJUSTMENT - BRAKE TRANSMISSION SHIFT
(Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INTERLOCK CABLE
REMOVAL) (1) Shift transmission into PARK.
(8) Disconnect the cable from the bellcrank (Fig. (2) Remove shift lever bezel and console screws.
150). Raise bezel and console for access to cable.
(9) Disconnect and remove the cable from the shift (3) Pull cable lock button up to release cable.
bracket. (4) Turn ignition switch to LOCK position.
(5) Use a spacer to create a one millimeter gap
between the shifter pawl and top of the shift gate.
BRAK E T RAN SM I SSI ON SH I FT I N T ERLOCK M ECH AN I SM (Cont inue d)
Fig. 150 Cable and Shifter

1 - SHIFT MECHANISM 5 - SOLENOID
2 - LOCK-TAB 6 - WIRE CONNECTOR
3 - IGNITION LOCK INTERLOCK 7 - TIE STRAP
4 - STEERING COLUMN 8 - PARK/BRAKE INTERLOCK CABLE
(6) Pull the cable forward and release.Ensure the (e) While the transmission is shifted out of
cable end is seated in the bellcrank and press cable PARK, release the brake and attempt to shift
lock button down until it snaps in place. through all gears. Release the shift button at least
(7) Check adjustment as follows: once during this procedure. The ignition key should
(a) Check movement of release shift handle but- not go to the LOCK position.
ton (floor shift) or release lever (column shift). You (f) Return transmission to the PARK position
should not be able to press button inward or move without applying the brake.
column lever. (8) Move shift lever back to PARK and check igni-
(b) Turn ignition switch to RUN position. tion switch operation. You should be able to turn
(c) Shifting out of park should not be possible. switch to LOCK position and shift lever release but-
(d) Apply the brake and attempt to shift out of ton/lever should not move.
PARK. Shifting should be possible.
DRI V I N G CLU T CH ES UNDERDRIVE CLUTCH

The underdrive clutch is hydraulically applied in
DESCRIPTION first, second, and third (direct) gears by pressurized
Three hydraulically applied input clutches are used fluid against the underdrive piston. When the under-
to drive planetary components. The underdrive, overdrive clutch is applied, the underdrive hub drives the
drive, and reverse clutches are considered input rear sun gear.
clutches and are contained within the input clutch
assembly (Fig. 151). The input clutch assembly also OVERDRIVE CLUTCH
contains: The overdrive clutch is hydraulically applied in
Input shaft third (direct) and overdrive gears by pressurized fluid
Input hub against the overdrive/reverse piston. When the over-
Clutch retainer drive clutch is applied, the overdrive hub drives the
Underdrive piston front planet carrier.
Overdrive/reverse piston
Overdrive hub REVERSE CLUTCH
Underdrive hub The reverse clutch is hydraulically applied in
reverse gear only by pressurized fluid against the
overdrive/reverse piston. When the reverse clutch is
applied, the front sun gear assembly is driven.
FLU I D AN D FI LT ER

DIAGNOSIS AND TESTING - CAUSES OF
BURNT FLUID
Burnt, discolored fluid is a result of overheating
which has two primary causes.
(1) A result of restricted fluid flow through the main
and/or auxiliary cooler. This condition is usually the
result of a damaged main cooler, or severe restrictions in
the coolers and lines caused by debris or kinked lines.
(2) Heavy duty operation with a vehicle not properly
equipped for this type of operation. Trailer towing or
similar high load operation will overheat the transmis-
sion fluid if the vehicle is improperly equipped. Such
vehicles should have an auxiliary transmission fluid
cooler, a heavy duty cooling system, and the engine/axle
ratio combination needed to handle heavy loads.
Fig. 151 Input Clutch Assembly
1 - INPUT SHAFT DIAGNOSIS AND TESTING - EFFECTS OF
2 - UNDERDRIVE CLUTCH
3 - OVERDRIVE CLUTCH INCORRECT FLUID LEVEL
4 - REVERSE CLUTCH A low fluid level allows the pump to take in air along
5 - OVERDRIVE SHAFT
6 - UNDERDRIVE SHAFT
with the fluid. Air in the fluid will cause fluid pressures
to be low and develop slower than normal. If the trans-
mission is overfilled, the gears churn the fluid into
OPERATION
foam. This aerates the fluid and causing the same con-
The three input clutches are responsible for driving
ditions occurring with a low level. In either case, air
different components of the planetary geartrain.
bubbles cause fluid overheating, oxidation and varnish
NOTE: (Refer to 21 - TRANSMISSION/AUTOMATIC - buildup which interferes with valve and clutch opera-
42RLE - DIAGNOSIS AND TESTING) for a collective tion. Foaming also causes fluid expansion which can
view of which clutch elements are applied at each result in fluid overflow from the transmission vent or
position of the selector lever. fill tube. Fluid overflow can easily be mistaken for a
leak if inspection is not careful.
FLU I D AN D FI LT ER (Cont inue d)
DIAGNOSIS AND TESTING - FLUID level as necessary. Use only Mopart ATF+4, Auto-
matic Transmission Fluid.
CONTAMINATION
Transmission fluid contamination is generally a
FLUID LEVEL CHECK USING DRB
result of:
adding incorrect fluid NOTE: Engine and Transmission should be at nor-
failure to clean dipstick and fill tube when mal operating temperature before performing this
checking level procedure.
engine coolant entering the fluid
internal failure that generates debris (1) Start engine and apply parking brake.
overheat that generates sludge (fluid break- (2) Connect DRBIIIt scan tool and select transmis-
down) sion.
failure to replace contaminated converter after (3) Select sensors.
repair (4) Read the transmission temperature value.
The use of non-recommended fluids can result in (5) Compare the fluid temperature value with the
transmission failure. The usual results are erratic chart.
shifts, slippage, abnormal wear and eventual failure (6) Adjust transmission fluid level shown on the
due to fluid breakdown and sludge formation. Avoid dipstick according to the chart (Fig. 152). Use only
this condition by using recommended fluids only. Mopart ATF+4, Automatic Transmission Fluid.
The dipstick cap and fill tube should be wiped (7) Check transmission for leaks.
clean before checking fluid level. Dirt, grease and
other foreign material on the cap and tube could fall STANDARD PROCEDURE - FLUID/FILTER
into the tube if not removed beforehand. Take the
SERVICE
time to wipe the cap and tube clean before withdraw-
ing the dipstick. NOTE: Only fluids of the type labeled MoparT
Engine coolant in the transmission fluid is gener- ATF+4, Automatic Transmission Fluid, should be
ally caused by a cooler malfunction. The only remedy used in the transmission sump. A filter change
is to replace the radiator as the cooler in the radiator should be made at the time of the transmission oil
is not a serviceable part. If coolant has circulated change. The magnet (on the inside of the oil pan)
through the transmission, an overhaul is necessary. should also be cleaned with a clean, dry cloth.
The torque converter should be replaced whenever
a failure generates sludge and debris. This is neces-
sary because normal converter flushing procedures NOTE: If the transmission is disassembled for any
will not remove all contaminants. reason, the fluid and filter should be changed.
(1) Raise vehicle on a hoist. Place a drain con-

STAN DARD PROCEDU RE tainer with a large opening, under transmission oil
pan.
STANDARD PROCEDURE - FLUID LEVEL
CHECK NOTE: One of the oil pan bolts has a sealing patch
applied from the factory. Seperate this bolt for
FLUID LEVEL CHECK reuse.
The transmission sump has a dipstick to check oil
(2) Loosen pan bolts and tap the pan at one corner
similar to most automatic transmissions. It is located
to break it loose allowing fluid to drain, then remove
on the left side of the engine. Be sure to wipe all dirt
the oil pan.
from dipstick handle before removing.
(3) Install a new filter and o-ring on bottom of the
The torque converter fills in both the PARK and
valve body and tighten retaining screws to 5 Nm (40
NEUTRAL positions. Place the selector lever in
in. lbs.).
PARK to be sure that the fluid level check is accu-
rate. The engine should be running at idle NOTE: Before installing the oil pan bolt in the bolt
speed for at least one minute, with the vehicle hole located between the torque converter clutch
on level ground. At normal operating temperature on and U/D clutch pressure tap circuits (Fig. 153), it
(approximately 82 C. or 180 F.), the fluid level is cor- will be necessary to replentish the sealing patch on
rect if it is in the HOT region (cross-hatched area) on the bolt using MoparT Lock & Seal Adhesive.
the oil level indicator. The fluid level should be in
COLD region at 70 F fluid temperature. Adjust fluid
Fig. 152 42RLE Fluid Temperature Chart

(5) Pour four quarts of Mopart ATF+4, Automatic
Transmission Fluid, through the dipstick opening.
(6) Start engine and allow to idle for at least one
minute. Then, with parking and service brakes
applied, move selector lever momentarily to each
position, ending in the park or neutral position.
(7) Check the transmission fluid level and add an
appropriate amount to bring the transmission fluid
level to 3mm (1/8 in.) below the lowest mark on the
dipstick.
(8) Recheck the fluid level after the transmission
has reached normal operating temperature (180F.).
(9) To prevent dirt from entering transmission,
make certain that dipstick is fully seated into the
dipstick opening.
STANDARD PROCEDURE - TRANSMISSION

FILL
To avoid overfilling transmission after a fluid
change or overhaul, perform the following procedure:
(1) Remove dipstick and insert clean funnel in
transmission fill tube.
Fig. 153 Pan Fastener (2) Add following initial quantity of Mopart ATF
1 - FRONT DRIVESHAFT +4, Automatic Transmission Fluid, to transmission:
2 - PRESSURE PORTS
3 - TRANSMISSION CASE (a) If only fluid and filter were changed, add 6
4 - TRANSMISSION OIL PAN pints (3 quarts) of ATF +4 to transmission.
5 - SECOND TRANSMISSION OIL PAN BOLT ON LEFT SIDE (b) If transmission was completely overhauled,
or torque converter was replaced or drained, add
(4) Clean the oil pan and magnet. Reinstall pan 10 pints (5 quarts) of ATF +4 to transmission.
using new Mopart Silicone Adhesive sealant. Tighten (3) Apply parking brakes.
oil pan bolts to 19 Nm (165 in. lbs.). (4) Start and run engine at normal curb idle
speed.
(5) Apply service brakes, shift transmission GEARSH I FT CABLE
through all gear ranges then back to NEUTRAL, set
parking brake, and leave engine running at curb idle
REMOVAL
speed.
(1) Shift transmission into PARK.
(6) Remove funnel, insert dipstick and check fluid
(2) Remove shift lever bezel and necessary console
level. If level is low, add fluid to bring level to
parts for access to shift lever assembly. (Refer to 23 -
MIN mark on dipstick. Check to see if the oil level
BODY/INTERIOR/FLOOR CONSOLE - REMOVAL)
is equal on both sides of the dipstick. If one side is
(3) Disconnect cable at shift lever (Fig. 154) and
noticably higher than the other, the dipstick has
feed cable through dash panel opening to underside
picked up some oil from the dipstick tube. Allow the
of vehicle.
oil to drain down the dipstick tube and re-check.
(4) Raise vehicle.
(7) Drive vehicle until transmission fluid is at nor-
(5) Disengage cable eyelet at transmission shift
mal operating temperature.
lever and removel cable from the mounting bracket.
(8) With the engine running at curb idle speed, the
Then remove old cable from vehicle.
gear selector in NEUTRAL, and the parking brake
applied, check the transmission fluid level.
INSTALLATION
CAUTION: Do not overfill transmission, fluid foam- (1) Route cable through hole in dash panel. Fully
ing and shifting problems can result. seat cable grommet into dash panel.
(2) Place the auto transmission manual shift con-
(9) Add fluid to bring level up to MAX arrow trol lever in PARK detent (rearmost) position and
mark. rotate prop shaft to ensure transmission is in PARK.
When fluid level is correct, shut engine off, release (3) Snap the cable into the transmission bracket so
park brake, remove funnel, and install dipstick in fill the retaining clip is engaged and connect cable end
tube. fitting onto the manual control lever ball stud.
Fig. 154 Shifter Cable Routing

1 - SHIFT MECHANISM 7 - MANUAL LEVER
2 - LOCK-TAB 8 - CABLE BRACKET
3 - IGNITION LOCK INTERLOCK 9 - SHIFTER CABLE
4 - STEERING COLUMN 10 - BELLHOUSING
5 - SOLENOID 11 - TIE STRAP
6 - WIRE CONNECTOR 12 - PARK/BRAKE INTERLOCK CABLE
GEARSH I FT CABLE (Cont inue d)
(4) Place the floor shifter lever in PARK position. OPERATION
(5) Connect shift cable to shifter mechanism by
snapping cable retaining ears into shifter bracket NOTE: (Refer to 21 - TRANSMISSION/AUTOMATIC -
and press cable end fitting onto lever ball stud. 42RLE - DIAGNOSIS AND TESTING) for a collective
(6) Snap the cable into the transmission bracket so view of which clutch elements are applied at each
the retaining ears are engaged and connect cable end position of the selector lever.
fitting onto the manual control lever ball stud.
(7) Adjust the shift mechanism.
(8) Install any floor console components removed 2/4 CLUTCH
previously. (Refer to 23 - BODY/INTERIOR/FLOOR The 2/4 clutch is hydraulically applied in second
CONSOLE - INSTALLATION) and fourth gears by pressurized fluid against the 2/4
clutch piston. When the 2/4 clutch is applied, the
front sun gear assembly is held or grounded to the
H OLDI N G CLU T CH ES transmission case.
DESCRIPTION LOW/REVERSE CLUTCH

Two hydraulically applied multi-disc clutches are The Low/Reverse clutch is hydraulically applied in
used to hold planetary geartrain components station- park, reverse, neutral, and first gears by pressurized
ary while the input clutches drive others. The 2/4 fluid against the Low/Reverse clutch piston. When
and Low/Reverse clutches are considered holding the Low/Reverse clutch is applied, the front planet
clutches and are contained at the rear of the trans- carrier/rear annulus assembly is held or grounded to
mission case (Fig. 155). the transmission case.
I N PU T CLU T CH ASSEM BLY

DISASSEMBLY
(1) Mount input clutch assembly to Input Clutch
Pressure Fixture (Tool 8391).
(2) Tap down reverse clutch reaction plate to
release pressure from snap ring (Fig. 156).
Fig. 155 2/4 and Low/Reverse Clutches Fig. 156 Tapping Reaction Plate
1 - FRONT PLANET CARRIER/REAR ANNULUS 1 - #4 THRUST PLATE (SELECT)
2 - 2/4 CLUTCH 2 - TAP DOWN REVERSE CLUTCH REACTION PLATE TO
3 - L/R CLUTCH REMOVE OR INSTALL SNAP RING
4 - REAR PLANET CARRIER/FRONT ANNULUS 3 - INPUT CLUTCH RETAINER
5 - REAR SUN GEAR 4 - REVERSE CLUTCH REACTION PLATE
I N PU T CLU T CH ASSEM BLY (Cont inue d)
(3) Remove reverse clutch snap ring (Fig. 157).
Fig. 159 Reverse Clutch Reaction Plate

Fig. 157 Reverse Clutch Snap Ring 1 - REVERSE CLUTCH REACTION PLATE (INSTALL FLAT SIDE
DOWN)
1 - REACTION PLATE
2 - SCREWDRIVER
3 - REVERSE CLUTCH SNAP RING (SELECT)
(5) Remove the reverse clutch pack (two fibers/one
steel) (Fig. 160).
(4) Pry up and remove reverse clutch reaction
plate (Fig. 158) (Fig. 159). NOTE: Tag reverse clutch pack for reassembly iden-
tification.
Fig. 158 Pry Reverse Clutch Reaction Plate

Fig. 160 Reverse Clutch Pack
1 - REVERSE CLUTCH REACTION PLATE
2 - SCREWDRIVER 1 - REVERSE CLUTCH PLATE
3 - SCREWDRIVER 2 - REVERSE CLUTCH DISC
(6) Remove the OD/Reverse reaction plate snap (8) Remove OD/Reverse reaction plate wave snap
ring (Fig. 161). ring (Fig. 163).
Fig. 161 OD/Reverse Pressure Plate Snap Ring Fig. 163 Waved Snap Ring
1 - OD/REVERSE PRESSURE PLATE 1 - OVERDRIVE SHAFT ASSEMBLY
2 - SCREWDRIVER 2 - OD/REVERSE CLUTCH WAVED SNAP RING
3 - OD/REVERSE PRESSURE PLATE SNAP RING 3 - SCREWDRIVER
(7) Remove OD/Reverse pressure plate (Fig. 162). (9) Remove OD shaft/hub and OD clutch pack (Fig.
164), (Fig. 165).
NOTE: Tag overdrive clutch pack for reassembly

identification.
Fig. 162 OD/Reverse Reaction Plate

1 - OD/REVERSE PRESSURE PLATE (STEP SIDE DOWN)
2 - (STEP SIDE DOWN)
Fig. 164 Remove OD Clutch Pack

1 - OVERDRIVE SHAFT ASSEMBLY AND OD CLUTCH PACK
2 - #3 THRUST PLATE
3 - #3 THRUST WASHER
4 - UNDERDRIVE SHAFT ASSEMBLY
(11) Remove the underdrive shaft assembly (Fig.
167).
Fig. 165 Overdrive Clutch Pack

1 - OVERDRIVE CLUTCH PLATE
2 - OVERDRIVE SHAFT ASSEMBLY
3 - OVERDRIVE CLUTCH DISC Fig. 167 Underdrive Shaft Assembly
1 - #3 THRUST WASHER (5 TABS)
(10) Remove and inspect #3 & #4 thrust washers 2 - UNDERDRIVE SHAFT ASSEMBLY
(Fig. 166).
(12) Remove the #2 needle bearing (Fig. 168).
Fig. 166 #3 and #4 Thrust Washers

1 - #3 THRUST PLATE (3 TABS) Fig. 168 No 2 Needle Bearing
2 - OD SHAFT ASSEMBLY
1 - #2 NEEDLE BEARING (NOTE 3 TABS)
3 - #4 THRUST PLATE (3 SLOTS)
(13) Remove the OD/UD reaction plate tapered (15) Remove the first UD clutch disc (Fig. 171).
snap ring (Fig. 169).
Fig. 171 Remove Last UD Clutch Disc

Fig. 169 Tapered Snap Ring 1 - ONE UNDERDRIVE CLUTCH DISC
1 - OVERDRIVE/UNDERDRIVE CLUTCHES REACTION PLATE
TAPERED SNAP RING (16) Remove the UD clutch flat snap ring (Fig.
2 - SCREWDRIVER (DO NOT SCRATCH REACTION PLATE) 172).
NOTE: The OD/UD clutch reaction plate has a step
on both sides. The OD/UD clutches reaction plate
goes tapered step side up.
(14) Remove the OD/UD reaction plate (Fig. 170).
Fig. 172 UD Clutch Flat Snap Ring

1 - UNDERDRIVE CLUTCH REACTION PLATE FLAT SNAP RING
2 - SCREWDRIVER
NOTE: Tag underdrive clutch pack for reassembly

identification.
Fig. 170 OD/UD Reaction Plate
1 - OD/UD CLUTCH REACTION PLATE (STEP SIDE DOWN)
(17) Remove the UD clutch pack (Fig. 173). (19) Remove spring retainer (Fig. 175).
Fig. 173 Underdrive Clutch Pack Fig. 175 UD Return Spring and Retainer
1 - CLUTCH PLATE 1 - UNDERDRIVE SPRING RETAINER
2 - ONE UD CLUTCH DISC 2 - SNAP RING
3 - CLUTCH DISC 3 - SEAL
4 - PISTON RETURN SPRING
CAUTION: Compress return spring just enough to
remove or install snap ring. (20) Remove UD clutch piston (Fig. 176).
(18) Using Tool 5059A and an arbor press, com-

press UD clutch piston enough to remove snap ring
(Fig. 174), (Fig. 175).
Fig. 176 Underdrive Clutch Piston

1 - PISTON
Fig. 174 UD Spring Retainer Snap Ring

2 - ARBOR PRESS RAM
3 - SNAP RING
(21) Remove input hub tapered snap ring (Fig.
177).
Fig. 179 Input Hub Removed

1 - INPUT SHAFT AND HUB ASSEMBLY
2 - INPUT CLUTCH RETAINER
Fig. 177 Input Hub Tapered Snap Ring 3 - O-RING
1 - INPUT SHAFT 4 - SEAL
2 - INPUT HUB SNAP RING (TAPERED SIDE UP WITH TABS IN 5 - OVERDRIVE/REVERSE PISTON
CAVITY)
3 - SNAP RING PLIERS (23) Separate clutch retainer from OD/Reverse pis-
ton (Fig. 180).
(22) Tap on input hub with soft faced hammer and
separate input hub from OD/Reverse piston and
clutch retainer (Fig. 178), (Fig. 179).
Fig. 180 Pull Retainer from Piston

1 - OVERDRIVE/REVERSE PISTON
2 - INPUT CLUTCH RETAINER
Fig. 178 Tap on Input Hub
1 - INPUT SHAFT AND HUB ASSEMBLY
2 - PLASTIC HAMMER
(24) Using Tool 6057 and an arbor press, compress (25) Remove input shaft to input clutch hub snap
return OD/Reverse piston return spring just enough ring (Fig. 183).
to remove snap ring (Fig. 181), (Fig. 182).
Fig. 183 Remove Input Shaft Snap Ring

Fig. 181 Remove Snap Ring
1 - INPUT SHAFT
1 - ARBOR PRESS RAM (COMPRESS RETURN SPRING JUST 2 - SHARP-POINTED TOOL
ENOUGH TO REMOVE OR INSTALL SNAP RING)
3 - SNAP RING
2 - SCREWDRIVER
4 - O-RINGS
3 - SNAP RING
5 - SEALS
5 - OD/REVERSE PISTON
6 - RETURN SPRING (26) Using a suitably sized socket and an arbor
press, remove input shaft from input shaft hub (Fig.
184).
Fig. 182 Return Spring and Snap Ring

2 - RETURN SPRING Fig. 184 Remove Input Shaft
3 - SNAP RING 1 - ARBOR PRESS RAM
4 - O-RING 2 - SOCKET
3 - SEAL
4 - O-RINGS
5 - INPUT SHAFT
6 - SEAL
7 - INPUT CLUTCH HUB
ASSEMBLY (3) Using an arbor press and Tool 6057, Install

Use petrolatum on all seals to ease assembly of OD/Reverse piston return spring and snap ring (Fig.
components. 187), (Fig. 188).
(1) Using an arbor press, install input shaft to
input shaft hub (Fig. 185).
Fig. 187 Return Spring and Snap Ring

2 - RETURN SPRING
Fig. 185 Install Input Shaft 3 - SNAP RING
1 - INPUT SHAFT 4 - O-RING
2 - ARBOR PRESS RAM
3 - INPUT CLUTCH HUB
Fig. 188 Install Snap Ring

1 - ARBOR PRESS RAM (COMPRESS RETURN SPRING JUST
ENOUGH TO REMOVE OR INSTALL SNAP RING)
2 - SCREWDRIVER
Fig. 186 Install Input Shaft Snap Ring 3 - SNAP RING
1 - INPUT SHAFT 4 - SPECIAL TOOL 6057
2 - SCREWDRIVER (DO NOT SCRATCH BEARING SURFACE) 5 - OD/REVERSE PISTON
3 - SNAP RING 6 - RETURN SPRING
4 - O-RINGS
5 - SEALS
(4) Install the OD/Reverse piston assembly to the (6) Install input hub tapered snap ring (Fig. 191).
input clutch retainer as shown in (Fig. 189). Make sure snap ring is fully seated.
Fig. 189 Install OD/Reverse Piston Fig. 191 Install Input Hub Tapered Snap Ring
1 - PUSH DOWN TO INSTALL OVERDRIVE/REVERSE PISTON 1 - INPUT SHAFT
2 - INPUT CLUTCHES RETAINER 2 - INPUT HUB SNAP RING (TAPERED SIDE UP WITH TABS IN
CAVITY)
(5) Install the input hub/shaft assembly to the 3 - SNAP RING PLIERS
OD/Reverse piston/clutch retainer assembly (Fig.
(7) Install UD clutch piston (Fig. 192).
190).
Fig. 192 Underdrive Clutch Piston

Fig. 190 Install Input Shaft Hub Assembly
1 - PISTON
1 - PUSH DOWN TO INSTALL INPUT SHAFT HUB ASSEMBLY
(ROTATE TO ALIGN SPLINES)
2 - OD/REV. PISTON
(8) Install UD piston return spring and Tool 5067
as shown in (Fig. 193).
Fig. 195 Install UD Spring Retainer and Snap Ring

1 - ARBOR PRESS RAM
Fig. 193 Seal Compressor Special Tool 5067 2 - SNAP RING PLIERS
3 - SNAP RING
1 - PISTON RETURN SPRING 4 - OD/REVERSE PISTON
2 - SPECIAL TOOL 5067 5 - TOOL 5067
3 - INPUT CLUTCH RETAINER 6 - TOOL 5059A
(9) Using Tool 5059A and an arbor press, install (10) Install the UD clutch pack (four fibers/four
the UD spring retainer and snap ring. (Fig. 194), steels) (Fig. 196). Leave the top disc out until after
(Fig. 195) Compress just enough to install snap ring. the snap ring is installed.
CAUTION: Compress return spring just enough to

install snap ring.
Fig. 196 Underdrive Clutch Pack

1 - CLUTCH PLATE
2 - ONE UD CLUTCH DISC
Fig. 194 UD Return Spring and Retainer 3 - CLUTCH DISC
1 - UNDERDRIVE SPRING RETAINER
2 - SNAP RING
3 - SEAL
4 - PISTON RETURN SPRING
(11) Install the UD clutch flat snap ring (Fig. 197). (13) Install the OD/UD clutch reaction plate and
snap ring (Fig. 199), (Fig. 200). The OD/UD clutches
reaction plate has a step on both sides. Install the
OD/UD clutches reaction plate tapered step side up.
Fig. 197 UD Clutch Flat Snap Ring

1 - UNDERDRIVE CLUTCH REACTION PLATE FLAT SNAP RING
2 - SCREWDRIVER
Fig. 199 OD/UD Reaction Plate

(12) Install the last UD clutch disc (Fig. 198).
1 - OD/UD CLUTCH REACTION PLATE (STEP SIDE DOWN)
Fig. 198 Install Last UD Clutch Disc

1 - ONE UNDERDRIVE CLUTCH DISC Fig. 200 Tapered Snap Ring
TAPERED SNAP RING
2 - SCREWDRIVER (DO NOT SCRATCH REACTION PLATE)
NOTE: Snap ring ends must be located within one

finger of the input clutch hub. Be sure that snap
ring is fully seated, by pushing with screwdriver,
into snap ring groove all the way around.
(14) Seat tapered snap ring to ensure proper
installation (Fig. 201).
Fig. 201 Seating Tapered Snap Ring

TAPERED SNAP RING
2 - SCREWDRIVER
Fig. 203 Set Up Dial Indicator to Measure UD Clutch
Clearance
(15) Install input clutch assembly to the Input 1 - DIAL INDICATOR
Clutch Pressure Fixture - Tool 8391 (Fig. 202). 2 - UNDERDRIVE CLUTCH
(17) Using moderate pressure, press down and

hold (near indicator) the UD clutch pack with screw-
driver or suitable tool and zero dial indicator (Fig.
204). When releasing pressure on clutch pack, indica-
tor reading should advance 0.0050.010.
Fig. 202 Input Clutch Assembly on Pressure Fixture

Tool - 8391
2 - INPUT CLUTCH PRESSURE FIXTURE - 8391
(16) Set up dial indicator on the UD clutch pack as Fig. 204 Press Down on UD Clutch Pack and Zero
shown in (Fig. 203). Dial Indicator
1 - DIAL INDICATOR
2 - UNDERDRIVE CLUTCH
CAUTION: Do not apply more than 30 psi (206 kPa) (23) Install the OD/Reverse reaction plate with
to the underdrive clutch pack. large step down (towards OD clutch pack) (Fig. 207).
(18) Apply 30 psi (206 kPa) to the underdrive hose

on Tool 8391 and measure UD clutch clearance. Mea-
sure and record UD clutch pack measurement in four
(4) places, 90 apart.
(19) Take average of four measurements and com-
pare with UD clutch pack clearance specification.
Underdrive clutch pack clearance must be 0.94-
1.50 mm (0.037-0.059 in.).
(20) If necessary, select the proper reaction plate
to achieve specifications:
(21) Install the OD clutch pack (four fibers/three
steels) (Fig. 205).
Fig. 207 OD/Reverse Reaction Plate

1 - OVERDRIVE/REVERSE PRESSURE PLATE
2 - (STEP SIDE DOWN)
(24) Install OD reaction plate flat snap ring (Fig.

208).
Fig. 205 Install OD Clutch Pack

1 - OVERDRIVE CLUTCH PACK
(22) Install OD reaction plate waved snap ring

(Fig. 206).
Fig. 208 Install Flat Snap Ring

1 - ARBOR PRESS RAM
2 - TOOL 5059A
3 - FLAT SNAP RING
Fig. 206 Install Waved Snap Ring

1 - OVERDRIVE REACTION PLATE WAVED SNAP RING
2 - SCREWDRIVER
(25) Measure OD clutch pack clearance. Set up
dial indicator on top of the OD/Reverse reaction plate
as shown in (Fig. 209).
Fig. 210 Install Reverse Clutch Pack

1 - REVERSE CLUTCH PLATE
2 - REVERSE CLUTCH DISCS
Fig. 209 Measure OD Clutch Pack Clearance

1 - DIAL INDICATOR
2 - OD/REVERSE PRESSURE PLATE
(26) Zero dial indicator and apply 30 psi (206 kPa)

air pressure to the overdrive clutch hose on Tool
8391. Measure and record OD clutch pack measure-
ment in four (4) places, 90 apart.
(27) Take average of four measurements and com- Fig. 211 Install Reaction Plate
pare with OD clutch pack clearance specification. 1 - REVERSE CLUTCH REACTION PLATE (FLAT SIDE DOWN)
The overdrive (OD) clutch pack clearance is
1.07-3.25 mm (0.042-0.128 in.).
If not within specifications, the clutch is not
assembled properly. There is no adjustment for the
OD clutch clearance.
(28) Install reverse clutch pack (two fibers/one
steel) (Fig. 210).
(29) Install reverse clutch reaction plate with the
flat side down towards reverse clutch (Fig. 211).
(30) Tap reaction plate down to allow installation
of the reverse clutch snap ring. Install reverse clutch
snap ring (Fig. 212).
Fig. 212 Install Reverse Clutch Snap Ring

1 - REVERSE CLUTCH SNAP RING (SELECT)
2 - SCREWDRIVER
3 - REVERSE CLUTCH REACTION PLATE
(31) Pry up reverse reaction plate to seat against (33) Using moderate pressure, press down and
snap ring (Fig. 213). hold (near indicator) reverse clutch disc with screw-
driver or suitable tool and zero dial indicator (Fig.
215). When releasing pressure, indicator should
advance 0.005-0.010. as clutch pack relaxes.
Fig. 213 Pry Up Reaction Plate

1 - SCREWDRIVER
2 - SNAP RING
3 - SCREWDRIVER
4 - MUST RAISE REVERSE REACTION PLATE TO RAISE SNAP
RING
(32) Set up a dial indicator on the reverse clutch

pack as shown in (Fig. 214).
Fig. 215 Press Down on Reverse Clutch and Zero

Indicator
1 - DIAL INDICATOR
2 - REVERSE CLUTCH
(34) Apply 30 psi (206 kPa) air pressure to the

reverse clutch hose on Tool 8391. Measure and record
reverse clutch pack measurement in four (4) places,
90 apart.
(35) Take average of four measurements and com-
pare with reverse clutch pack clearance specification.
The reverse clutch pack clearance is 0.89-1.37
mm (0.035-0.054 in.). Select the proper reverse
clutch snap ring to achieve specifications:
(36) To complete the assembly, reverse clutch and
overdrive clutch must be removed.
Fig. 214 Measure Reverse Clutch Pack Clearance

1 - DIAL INDICATOR
2 - REVERSE CLUTCH
(37) Install the #2 needle bearing (Fig. 216). (39) Install the #3 thrust washer to the underdrive
shaft assembly. Be sure five tabs are seated properly
(Fig. 218).
Fig. 216 Install No. 2 Needle Bearing

1 - #2 NEEDLE BEARING (NOTE 3 SMALL TABS) Fig. 218 Install No. 3 Thrust Washer
2 - TABS UP
1 - #3 THRUST WASHER (NOTE 5 TABS)
(38) Install the underdrive shaft assembly (Fig.
217). (40) Install the #3 thrust plate to the bottom of the
overdrive shaft assembly. Retain with petrolatum or
transmission assembly gel (Fig. 219).
Fig. 217 Install Underdrive Shaft Assembly

2 - #2 NEEDLE BEARING Fig. 219 Install No. 3 Thrust Plate
1 - OVERDRIVE SHAFT ASSEMBLY
2 - DABS OF PETROLATUM (FOR RETENTION)
3 - #3 THRUST PLATE (NOTE 3 TABS)
(41) Install the overdrive shaft assembly (Fig.
220).

Fig. 220 Install Overdrive Shaft Assembly
1 - OVERDRIVE SHAFT ASSEMBLY 2 - OUTPUT SPEED SENSOR
2 - #3 THRUST PLATE 3 - TRANSMISSION RANGE SENSOR
3 - #3 THRUST WASHER
(42) Reinstall overdrive and reverse clutch as OPERATION

shown (Fig. 221). Rechecking these clutch clear- The Input Speed Sensor provides information on
ances is not necessary. how fast the input shaft is rotating. As the teeth of
the input clutch hub pass by the sensor coil, an AC
voltage is generated and sent to the TCM. The TCM
interprets this information as input shaft rpm.
The Output Speed Sensor generates an AC signal
in a similar fashion, though its coil is excited by rota-
tion of the rear planetary carrier lugs. The TCM
interprets this information as output shaft rpm.
The TCM compares the input and output speed
signals to determine the following:
Transmission gear ratio
Speed ratio error detection
CVI calculation
The TCM also compares the input speed signal and
the engine speed signal to determine the following:
Torque converter clutch slippage
Torque converter element speed ratio
Fig. 221 Input Clutch Assembly
REMOVAL
2 - OVERDRIVE SHAFT ASSEMBLY (1) Raise vehicle.
(2) Place a suitable fluid catch pan under the
I N PU T SPEED SEN SOR transmission.
(3) Remove the wiring connector from the input
DESCRIPTION speed sensor (Fig. 223).
The Input and Output Speed Sensors (Fig. 222) are
NOTE: The speed sensor bolt has a sealing patch
two-wire magnetic pickup devices that generate AC
applied from the factory. Be sure to reuse the same
signals as rotation occurs. They are mounted in the
bolt.
left side of the transmission case and are considered
primary inputs to the Transmission Control Module (4) Remove the bolt holding the input speed sensor
(TCM). to the transmission case.
(5) Remove the input speed sensor from the trans-
mission case.
I N PU T SPEED SEN SOR (Cont inue d)
Fig. 223 Input Speed Sensor

Fig. 224 Oil Pump Assembly
INSTALLATION 1 - PUMP HOUSING
(1) Install the input speed sensor into the trans- 2 - OUTER PUMP GEAR
3 - INNER PUMP GEAR
mission case. 4 - REACTION SHAFT SUPPORT
5 - SEAL RINGS (4)
NOTE: Before installing the speed sensor bolt, it 6 - REACTION SHAFT
7 - CRESCENT
will be necessary to replentish the sealing patch on
decreases, it forces pressurized fluid into the pump
(2) Install the bolt to hold the input speed sensor outlet and to the valve body.
into the transmission case. Tighten the bolt to 9 Nm
(80 in.lbs.). DISASSEMBLY
(3) Install the wiring connector onto the input (1) Remove the reaction shaft support bolts.
speed sensor (2) Remove reaction shaft support from pump
(4) Verify the transmission fluid level. Add fluid as housing (Fig. 225).
necessary.
(5) Lower vehicle.
OI L PU M P
DESCRIPTION
The oil pump is located in the pump housing inside
the bell housing of the transmission case. The oil
pump assembly (Fig. 224) consists of an inner and
outer gear, a housing, and a cover that also serves as
the reaction shaft support.
OPERATION
As the torque converter rotates, the converter hub
rotates the inner and outer gears. As the gears
rotate, the clearance between the gear teeth Fig. 225 Reaction Shaft Support
increases in the crescent area, and creates a suction 1 - PUMP HOUSING
at the inlet side of the pump. This suction draws 2 - REACTION SHAFT SUPPORT
3 - PUMP GEARS
fluid through the pump inlet from the oil pan. As the
clearance between the gear teeth in the crescent area
(3) Remove the pump gears (Fig. 226) and check (6) Measure clearance between outer gear and
for wear and damage on pump housing and gears. crescent. Clearance should be 0.060-0.298 mm
(0.0023-0.0117 in.).
(7) Measure clearance between inner gear and
crescent. Clearance should be 0.093-0.385 mm
(0.0036-0.0151 in.).
(8) Position an appropriate piece of Plastigage
across both pump gears.
(9) Align the Plastigage to a flat area on the reac-
tion shaft support housing.
(10) Install the reaction shaft to the pump hous-
ing. Tighten the bolts to 27 Nm (20 ft. lbs.).
(11) Remove bolts and carefully separate the hous-
ings. Measure the Plastigage following the instruc-
tions supplied.
(12) Clearance between outer gear side and the
reaction shaft support should be 0.020-0.046 mm
(0.0008-0.0018 in.). Clearance between inner gear
side and the reaction shaft support should be 0.020-
0.046 mm (0.0008-0.0018 in.).
ASSEMBLY
Fig. 226 Oil Pump Assembly (1) Assemble oil pump as shown in (Fig. 228)
1 - PUMP HOUSING (2) Install and torque reaction shaft support-to-oil
2 - OUTER PUMP GEAR pump housing bolts to 28 Nm (20 ft. lbs.) torque.
3 - INNER PUMP GEAR
4 - REACTION SHAFT SUPPORT
5 - SEAL RINGS (4)
6 - REACTION SHAFT
7 - CRESCENT
(4) Re-install the gears and check clearances.

(5) Measure the clearance between the outer gear
and the pump pocket (Fig. 227). Clearance should be
0.089-0.202 mm (0.0035-0.0079 in.).
Fig. 228 Oil Pump Assembly

1 - PUMP HOUSING
2 - OUTER PUMP GEAR
3 - INNER PUMP GEAR
4 - REACTION SHAFT SUPPORT
5 - SEAL RINGS (4)
Fig. 227 Measure Outer Gear to Pocket 6 - REACTION SHAFT
1 - OUTER GEAR 7 - CRESCENT
2 - POCKET
OU T PU T SPEED SEN SOR REMOVAL

(1) Raise vehicle.
DESCRIPTION (2) Place a suitable fluid catch pan under the
The Input and Output Speed Sensors (Fig. 229) are transmission.
two-wire magnetic pickup devices that generate AC (3) Remove the wiring connector from the output
signals as rotation occurs. They are mounted in the speed sensor (Fig. 230).
left side of the transmission case and are considered
primary inputs to the Transmission Control Module NOTE: The speed sensor bolt has a sealing patch
(TCM). applied from the factory. Be sure to reuse the same
bolt.
(4) Remove the bolt holding the output speed sen-

sor to the transmission case.
(5) Remove the output speed sensor from the
transmission case.

OPERATION Fig. 230 Input and Output Speed Sensors and

The Input Speed Sensor provides information on Transmission Range Sensor
how fast the input shaft is rotating. As the teeth of 1 - INPUT SPEED SENSOR
the input clutch hub pass by the sensor coil, an AC 3 - TRANSMISSION RANGE SENSOR
voltage is generated and sent to the TCM. The TCM
interprets this information as input shaft rpm. INSTALLATION
The Output Speed Sensor generates an AC signal (1) Install the output speed sensor into the trans-
in a similar fashion, though its coil is excited by rota- mission case.
tion of the rear planetary carrier lugs. The TCM
interprets this information as output shaft rpm. NOTE: Before installing the speed sensor bolt, it
The TCM compares the input and output speed will be necessary to replentish the sealing patch on
signals to determine the following: the bolt using MoparT Lock & Seal Adhesive.
Transmission gear ratio
Speed ratio error detection (2) Install the bolt to hold the output speed sensor
CVI calculation into the transmission case. Tighten the bolt to 9 Nm
The TCM also compares the input speed signal and (80 in.lbs.).
the engine speed signal to determine the following: (3) Install the wiring connector onto the output
Torque converter clutch slippage speed sensor
Torque converter element speed ratio (4) Verify the transmission fluid level. Add fluid as
necessary.
(5) Lower vehicle.
OV ERDRI V E SWI T CH
DESCRIPTION
The overdrive OFF (control) switch is located in
the center console (Fig. 231). The switch is a momen-
tary contact device that signals the PCM to toggle
current status of the overdrive function.
Fig. 232 Overdrive Off Switch

2 - OVERDRIVE OFF SWITCH
(2) Install the accesory switch bezel (Refer to 23 -

BODY/INSTRUMENT PANEL/ACCESSORY
SWITCH BEZEL - INSTALLATION).
Fig. 231 Overdrive Off Switch

PLAN ETARY GEART RAI N
2 - OVERDRIVE OFF SWITCH
DESCRIPTION
OPERATION The planetary geartrain is located between the
At key-on, overdrive operation is allowed. Pressing input clutch assembly and the rear of the transmis-
the switch once causes the overdrive OFF mode to be sion case. The planetary geartrain consists of two
entered and the overdrive OFF switch lamp to be sun gears, two planetary carriers, two annulus (ring)
illuminated. Pressing the switch a second time gears, and one output shaft (Fig. 233).
causes normal overdrive operation to be restored and
the overdrive lamp to be turned off. The overdrive
OFF mode defaults to ON after the ignition switch is
cycled OFF and ON. The normal position for the con-
trol switch is the ON position. The switch must be in
this position to energize the solenoid and allow a 3-4
upshift. The control switch indicator light illuminates
only when the overdrive switch is turned to the OFF
position, or when illuminated by the transmission
control module.
REMOVAL
(1) Remove the accessory switch bezel (Fig.
232)(Refer to 23 - BODY/INSTRUMENT PANEL/AC-
CESSORY SWITCH BEZEL - REMOVAL).
(2) Remove the overdrive off switch from the acces-
sory switch bezel. Fig. 233 Planetary Geartrain
INSTALLATION 2 - #6 THRUST BEARING
(1) Install the overdrive off switch to the accessory 3 - #7 THRUST BEARING
4 - REAR CARRIER FRONT ANNULUS ASSEMBLY
switch bezel. 5 - REAR SUN GEAR
6 - FRONT CARRIER REAR ANNULUS ASSEMBLY
PLAN ETARY GEART RAI N (Cont inue d)
OPERATION OPERATION
The planetary geartrain utilizes two planetary gear Manual low (1) range provides first gear only. Over
sets that connect the transmission input shaft to the run braking is also provided in this range. Manual
output shaft. Input and holding clutches drive or lock second (2) range provides first and second gear only.
different planetary members to change output ratio Drive range provides first, second, and third gear
or direction. ranges.
DIAGNOSIS AND TESTING - SHIFT

SEAL - OI L PU M P MECHANISM
(1) The floor shifter lever and gate positions
REMOVAL should be in alignment with all transmission PARK,
(1) Remove the transmission from the vehicle NEUTRAL, and gear detent positions.
(Refer to 21 - TRANSMISSION/AUTOMATIC - (2) Engine starts must be possible with floor shift
42RLE - REMOVAL). lever in PARK or NEUTRAL gate positions only.
(2) Remove the torque converter from the trans- Engine starts must not be possible in any other gear
mission bellhousing. position.
(3) Use special tool C-3981B to remove oil pump (3) With floor shift lever handle push-button not
seal. depressed and lever in:
(a) PARK position - Apply forward force on cen-
INSTALLATION ter of handle and remove pressure. Engine starts
(1) Clean and inspect oil pump seal seat. Then must be possible.
install seal using special tool C-4193-A. (b) PARK position - Apply rearward force on cen-
(2) Clean and inspect torque converter hub. If ter of handle and remove pressure. Engine starts
nicks, scratches or hub wear are found, torque con- must be possible.
verter replacement will be required. (c) NEUTRAL position - Normal position. Engine
starts must be possible.
CAUTION: If the torque converter is being replaced,
(d) NEUTRAL position - Engine running and
apply a light coating of grease to the crankshaft
brakes applied, apply forward force on center of
pilot hole. Also inspect the engine drive plate for
shift handle. Transmission shall not be able to shift
cracks. If any cracks are found replace the drive
from NEUTRAL to REVERSE.
plate. Do not attempt to repair a cracked drive plate.
Always use new torque converter to drive plate
ADJUSTMENTS - SHIFT MECHANISM
bolts.
Check adjustment by starting the engine in PARK
(3) Apply a light film of transmission oil to the and NEUTRAL. Adjustment is CORRECT if the
torque converter hub and oil seal lips. Then install engine starts only in these positions. Adjustment is
torque converter into transmission. Be sure that the INCORRECT if the engine starts in one but not both
hub lugs mesh with the front pump lugs when positions. If the engine starts in any position other
installing. than PARK or NEUTRAL, or if the engine will not
(4) Reinstall the transmission into the vehicle. start at all, the TRS may be faulty.
Gearshift Adjustment Procedure

SH I FT M ECH AN I SM (1) Shift transmission into PARK.
(2) Remove floor console as necessary for access to
DESCRIPTION the shift cable adjustment. (Refer to 23 - BODY/IN-
The shift mechanism is cable operated and pro- TERIOR/FLOOR CONSOLE - REMOVAL)
vides six shift positions. The shift indicator is located (3) Loosen the shift cable adjustment nut.
on the console next to the gear shift. The shift posi- (4) Raise vehicle.
tions are: (5) Unsnap cable eyelet from transmission shift
Park (P) lever.
Reverse (R) (6) Verify transmission shift lever is in PARK
Neutral (N) detent by moving lever fully rearward. Last rearward
Drive (D) detent is PARK position.
Manual Second (2) (7) Verify positive engagement of transmission
Manual Low (1) park lock by attempting to rotate propeller shaft.
Shaft will not rotate when park lock is engaged.
(8) Snap cable eyelet onto transmission shift lever.
SH I FT M ECH AN I SM (Cont inue d)
(9) Lower vehicle
(10) Tighten the shift cable adjustment screw to 12
Nm (105 in.lbs.).
(11) Verify correct operation.
(12) Install any floor console components removed
for access. (Refer to 23 - BODY/INTERIOR/FLOOR
CONSOLE - INSTALLATION)
SOLEN OI D
DESCRIPTION
The typical electrical solenoid used in automotive
applications is a linear actuator. It is a device that
produces motion in a straight line. This straight line
motion can be either forward or backward in direc-
tion, and short or long distance. Fig. 234 2/4 - Low Reverse and Underdrive
A solenoid is an electromechanical device that uses Solenoids
a magnetic force to perform work. It consists of a coil 1 - MANUAL VALVE
of wire, wrapped around a magnetic core made from 2 - LINE PRESSURE
steel or iron, and a spring loaded, movable plunger, 3 - 2/4 - LOW REVERSE SOLENOID ENERGIZED
4 - UNDERDRIVE SOLENOID DE-ENERGIZED
which performs the work, or straight line motion. 5 - UNDERDRIVE CLUTCH
The solenoids used in transmission applications
are attached to valves which can be classified as nor-
mally open (Fig. 234) or normally closed (Fig.
235). The normally open solenoid valve is defined
as a valve which allows hydraulic flow when no cur-
rent or voltage is applied to the solenoid. The nor-
mally closed solenoid valve is defined as a valve
which does not allow hydraulic flow when no current
or voltage is applied to the solenoid. These valves
perform hydraulic control functions for the transmis-
sion and must therefore be durable and tolerant of
dirt particles. For these reasons, the valves have
hardened steel poppets and ball valves. The solenoids
operate the valves directly, which means that the
solenoids must have very high outputs to close the
valves against the sizable flow areas and line pres-
sures found in current transmissions. Fast response
time is also necessary to ensure accurate control of Fig. 235 Low Reverse/Converter Clutch and
the transmission. Overdrive Solenoids
The strength of the magnetic field is the primary 1 - OVERDRIVE CLUTCH
force that determines the speed of operation in a par- 2 - NO VENT
ticular solenoid design. A stronger magnetic field will 3 - OVERDRIVE SOLENOID ENERGIZED
4 - MANUAL VALVE
cause the plunger to move at a greater speed than a 5 - LOW REVERSE/CONVERTER CLUTCH SOLENOID DE-
weaker one. There are basically two ways to increase ENERGIZED
6 - SOLENOID SWITCH VALVE
the force of the magnetic field: 7 - TAPER
1. Increase the amount of current applied to the 8 - VENT TO SUMP
coil or 9 - ORIFICE
10 - CHECK BALL
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the num-
A solenoid can also be described by the method by
ber of turns by using thin wire that can completely
which it is controlled. Some of the possibilities
fill the available space within the solenoid housing.
include variable force, pulse-width modulated, con-
The strength of the spring and the length of the
stant ON, or duty cycle. The variable force and pulse-
plunger also contribute to the response speed possi-
width modulated versions utilize similar methods to
ble by a particular solenoid design.
control the current flow through the solenoid to posi-
SOLEN OI D (Cont inue d)
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoids valve.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized. Fig. 236 Valve Body Assembly
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
2 - TRS
SOLEN OI D/PRESSU RE 3
4
-
-
TRANSFER PLATE
SEPARATOR PLATE
SWI T CH ASSY 5 - VALVE BODY
DESCRIPTION OPERATION
The Solenoid/Pressure Switch Assembly (Fig. 236)
is inside the transmission and mounted to the valve SOLENOIDS
body assembly. The assembly consists of four sole- The solenoids receive electrical power from the
noids that control hydraulic pressure to the L/R, 2/4, Transmission Control Relay through a single wire.
OD, and UD friction elements (transmission The PCM energizes or operates the solenoids individ-
clutches), and the torque converter clutch. The ually by grounding the return wire of the solenoid
reverse clutch is controlled by line pressure from the needed. When a solenoid is energized, the solenoid
manual valve in the valve body. The solenoids are valve shifts, and a fluid passage is opened or closed
contained within the Solenoid/Pressure Switch (vented or applied), depending on its default operat-
Assembly, and can only be serviced by replacing the ing state. The result is an apply or release of a fric-
assembly. tional element.
The solenoid assembly also contains pressure The 2/4 and UD solenoids are normally applied,
switches that monitor and send hydraulic circuit which allows fluid to pass through in their relaxed or
information to the PCM. Likewise, the pressure off state. By design, this allows transmission
switches can only be service by replacing the assem- limp-in (P,R,N,2) in the event of an electrical failure.
bly. The continuity of the solenoids and circuits are
periodically tested. Each solenoid is turned on or off
depending on its current state. An inductive spike
should be detected by the pcm during this test. If no
spike is detected, the circuit is tested again to verify
the failure. In addition to the periodic testing, the
solenoid circuits are tested if a speed ratio or pres-
sure switch error occurs.
SOLEN OI D/PRESSU RE SWI T CH ASSY (Cont inue d)
PRESSURE SWITCHES (2) Remove valve body assembly from transmis-
The PCM relies on three pressure switches to mon- sion. (Refer to 21 - TRANSMISSION/AUTOMATIC -
itor fluid pressure in the L/R, 2/4, and OD hydraulic 42RLE/VALVE BODY - REMOVAL)
circuits. The primary purpose of these switches is to (3) Remove Solenoid/Pressure Switch Assembly
help the PCM detect when clutch circuit hydraulic retaining screws from solenoid (Fig. 237).
failures occur. The range for the pressure switch clos-
ing and opening points is 11-23 psi. Typically the
switch opening point will be approximately one psi
lower than the closing point. For example, a switch
may close at 18 psi and open at 17 psi. The switches
are continuously monitored by the PCM for the cor-
rect states (open or closed) in each gear as shown in
the following chart:
PRESSU RE SWI T CH STAT ES
GEAR L/R 2/4 OD
R OP OP OP
P/N CL OP OP
1st CL OP OP
Fig. 237 Solenoid Retaining Screws
2nd OP CL OP
D OP OP CL 2 - RETAINING SCREWS
OD OP CL CL
(4) Remove Solenoid/Pressure Switch Assembly
OP = OPEN and screen from valve body (Fig. 238).
CL = CLOSED
A Diagnostic Trouble Code (DTC) will set if the

PCM senses any switch open or closed at the wrong
time in a given gear.
The PCM also tests the 2/4 and OD pressure
switches when they are normally off (OD and 2/4 are
tested in 1st gear, OD in 2nd gear, and 2/4 in 3rd
gear). The test simply verifies that they are opera-
tional, by looking for a closed state when the corre-
sponding element is applied. Immediately after a
shift into 1st, 2nd, or 3rd gear with the engine speed
above 1000 rpm, the PCM momentarily turns on ele-
ment pressure to the 2/4 and/or OD clutch circuits to
identify that the appropriate switch has closed. If it
doesnt close, it is tested again. If the switch fails to
close the second time, the appropriate Diagnostic
Trouble Code (DTC) will set. Fig. 238 Solenoid/Pressure Switch Assembly and
Screen
REMOVAL 1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
2 - VALVE BODY
NOTE: If the Solenoid/Pressure Switch Assembly is 3 - SCREEN
being replaced, the Quick Learn Procedure must be
performed. (Refer to 8 - ELECTRICAL/ELECTRONIC INSTALLATION
CONTROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE) NOTE: If the Solenoid/Pressure Switch assembly is
being replaced, the Quick Learn Procedure must be
(1) Raise vehicle on hoist. performed. (Refer to 8 - ELECTRICAL/ELECTRONIC
CONTROL MODULES/TRANSMISSION CONTROL
MODULE - STANDARD PROCEDURE)
SOLEN OI D/PRESSU RE SWI T CH ASSY (Cont inue d)
(1) Install Solenoid/Pressure Switch Assembly and
screen to the separator and transfer plates.
(2) Install and tighten retaining screws to 5.5 Nm
(50 in. lbs.) torque.
(3) Install valve body. (Refer to 21 - TRANSMIS-
SION/AUTOMATIC - 42RLE/VALVE BODY -
INSTALLATION)
T ORQU E CON V ERT ER

DESCRIPTION
The torque converter (Fig. 239) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
Fig. 239 Torque Converter Assembly
CAUTION: The torque converter must be replaced if
1 - TURBINE
a transmission failure resulted in large amounts of 2 - IMPELLER
metal or fiber contamination in the fluid. 3 - HUB
4 - STATOR
5 - FRONT COVER
6 - CONVERTER CLUTCH DISC
7 - DRIVE PLATE
T ORQU E CON V ERT ER (Cont inue d)
IMPELLER
The impeller (Fig. 240) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the con-
verter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving members of the system.
Fig. 240 Impeller

1 - ENGINE FLEXPLATE 4 - ENGINE ROTATION
2 - OIL FLOW FROM IMPELLER SECTION INTO TURBINE SECTION 5 - ENGINE ROTATION
3 - IMPELLER VANES AND COVER ARE INTEGRAL
TURBINE
The turbine (Fig. 241) is the output, or driven,
member of the converter. The turbine is mounted
within the housing opposite the impeller, but is not
attached to the housing. The input shaft is inserted
through the center of the impeller and splined into
the turbine. The design of the turbine is similar to
the impeller, except the blades of the turbine are
curved in the opposite direction.
Fig. 241 Turbine

1 - TURBINE VANE 4 - PORTION OF TORQUE CONVERTER COVER
2 - ENGINE ROTATION 5 - ENGINE ROTATION
3 - INPUT SHAFT 6 - OIL FLOW WITHIN TURBINE SECTION
STATOR
The stator assembly (Fig. 242) is mounted on a sta-
tionary shaft which is an integral part of the oil
pump. The stator is located between the impeller and
turbine within the torque converter case (Fig. 243).
The stator contains an over-running clutch, which
allows the stator to rotate only in a clockwise direc-
tion. When the stator is locked against the over-run-
ning clutch, the torque multiplication feature of the
torque converter is operational.
Fig. 243 Stator Location

1 - STATOR
2 - IMPELLER
3 - FLUID FLOW
4 - TURBINE
Fig. 242 Stator Components

1 - CAM (OUTER RACE)
2 - ROLLER
3 - SPRING
4 - INNER RACE
TORQUE CONVERTER CLUTCH (TCC)

The TCC (Fig. 244) was installed to improve the
efficiency of the torque converter that is lost to the
slippage of the fluid coupling. Although the fluid cou-
pling provides smooth, shock-free power transfer, it is
natural for all fluid couplings to slip. If the impeller
and turbine were mechanically locked together, a
zero slippage condition could be obtained. A hydraulic
piston was added to the turbine, and a friction mate-
rial was added to the inside of the front cover to pro-
vide this mechanical lock-up.
Fig. 244 Torque Converter Clutch (TCC)

1 - IMPELLER FRONT COVER
2 - THRUST WASHER ASSEMBLY
3 - IMPELLER
4 - STATOR
5 - TURBINE
6 - PISTON
7 - FRICTION DISC
OPERATION TURBINE
The converter impeller (Fig. 245) (driving member), As the fluid that was put into motion by the impel-
which is integral to the converter housing and bolted ler blades strikes the blades of the turbine, some of
to the engine drive plate, rotates at engine speed. the energy and rotational force is transferred into the
The converter turbine (driven member), which reacts turbine and the input shaft. This causes both of them
from fluid pressure generated by the impeller, rotates (turbine and input shaft) to rotate in a clockwise
and turns the transmission input shaft. direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbines blades it con-
tinues in a hindering direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
Fig. 245 Torque Converter Fluid Operation

1 - APPLY PRESSURE 3 - RELEASE PRESSURE
2 - THE PISTON MOVES SLIGHTLY FORWARD 4 - THE PISTON MOVES SLIGHTLY REARWARD
STATOR in fourth gear, and in third gear under various con-
Torque multiplication is achieved by locking the ditions, such as when the O/D switch is OFF, when
stators over-running clutch to its shaft (Fig. 246). the vehicle is cruising on a level surface after the
Under stall conditions (the turbine is stationary), the vehicle has warmed up. The torque converter clutch
oil leaving the turbine blades strikes the face of the will disengage momentarily when an increase in
stator blades and tries to rotate them in a counter- engine load is sensed by the PCM, such as when the
clockwise direction. When this happens the overrun- vehicle begins to go uphill or the throttle pressure is
ning clutch of the stator locks and holds the stator increased.
from rotating. With the stator locked, the oil strikes
the stator blades and is redirected into a helping REMOVAL
direction before it enters the impeller. This circula- (1) Remove transmission and torque converter
tion of oil from impeller to turbine, turbine to stator, from vehicle.
and stator to impeller, can produce a maximum (2) Place a suitable drain pan under the converter
torque multiplication of about 2.4:1. As the turbine housing end of the transmission.
begins to match the speed of the impeller, the fluid
that was hitting the stator in such as way as to CAUTION: Verify that transmission is secure on the
cause it to lock-up is no longer doing so. In this con- lifting device or work surface, the center of gravity
dition of operation, the stator begins to free wheel of the transmission will shift when the torque con-
and the converter acts as a fluid coupling. verter is removed creating an unstable condition.
The torque converter is a heavy unit. Use caution
when separating the torque converter from the
transmission.
(3) Pull the torque converter forward until the cen-

ter hub clears the oil pump seal.
(4) Separate the torque converter from the trans-
mission.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate oil pump seal lip with transmission
Fig. 246 Stator Operation fluid.
(2) Place torque converter in position on transmis-
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES sion.
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES CAUTION: Do not damage oil pump seal or bushing
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES while inserting torque converter into the front of the
transmission.
TORQUE CONVERTER CLUTCH (TCC)
The torque converter clutch is hydraulically (3) Align torque converter to oil pump seal open-
applied and is released when fluid is vented from the ing.
hydraulic circuit by the torque converter control (4) Insert torque converter hub into oil pump.
(TCC) solenoid on the valve body. The torque con- (5) While pushing torque converter inward, rotate
verter clutch is controlled by the Powertrain Control converter until converter is fully seated in the oil
Module (PCM). The torque converter clutch engages pump gears.
(6) Check converter seating with a scale and T RAN SM I SSI ON RAN GE
straightedge (Fig. 247). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con- SEN SOR
verter is fully seated.
(7) If necessary, temporarily secure converter with DESCRIPTION
C-clamp attached to the converter housing. The Transmission Range Sensor (TRS) is mounted
(8) Install the transmission in the vehicle. to the top of the valve body inside the transmission
(9) Fill the transmission with the recommended and can only be serviced by removing the valve body
fluid. assembly. The electrical connector extends through
the transmission case (Fig. 248).
Fig. 247 Checking Torque Converter Seating -

Typical
1 - SCALE
2 - STRAIGHTEDGE
Fig. 248 Valve Body Assembly
T RAN SM I SSI ON CON T ROL 1
2
-
-
SOLENOID/PRESSURE SWITCH ASSEMBLY
TRS
RELAY 3
4
-
-
TRANSFER PLATE
SEPARATOR PLATE
5 - VALVE BODY
DESCRIPTION
The relay is supplied fused B+ voltage, energized The Transmission Range Sensor (TRS) has four
by the TCM, and is used to supply power to the sole- switch contacts that monitor shift lever position and
noid pack when the transmission is in normal oper- send the information to the PCM.
ating mode.
OPERATION
OPERATION The Transmission Range Sensor (TRS) communi-
When the relay is off, no power is supplied to the cates shift lever position (SLP) to the PCM as a com-
solenoid pack and the transmission is in limp-in bination of open and closed switches. Each shift lever
mode. After a controller reset, the TCM energizes the position has an assigned combination of switch states
relay. Prior to this, the TCM verifies that the con- (open/closed) that the PCM receives from four sense
tacts are open by checking for no voltage at the circuits. The PCM interprets this information and
switched battery terminals. After this is verified, the determines the appropriate transmission gear posi-
voltage at the solenoid pack pressure switches is tion and shift schedule.
checked. After the relay is energized, the TCM mon- Since there are four switches, there are 16 possible
itors the terminals to verify that the voltage is combinations of open and closed switches (codes).
greater than 3 volts. Seven of these codes are related to gear position and
three are recognized as between gear codes. This
results in six codes which should never occur. These
T RAN SM I SSI ON RAN GE SEN SOR (Cont inue d)
are called invalid codes. An invalid code will result
in a DTC, and the PCM will then determine the shift
lever position based on pressure switch data. This
allows reasonably normal transmission operation
with a TRS failure.
T RS SWI T CH STAT ES
SLP T42 T41 T3 T1
P CL CL CL OP
R CL OP OP OP
N CL CL OP CL
D OP OP OP CL
2 OP OP CL OP
1 CL OP CL CL
REMOVAL
(1) Disconnect the TRS connector. Fig. 250 Manual Shaft Retaining Screw
(2) Remove valve body assembly from vehicle. 1 - SCREW
(3) Remove the manual shaft seal (Fig. 249). 2 - TRS
T RAN SM I SSI ON
T EM PERAT U RE SEN SOR
DESCRIPTION
The transmission temperature sensor (Fig. 251) is
located in the transmission range sensor and commu-
nicates transmission sump temperature to the PCM.
Fig. 249 Manual Shaft Seal - Typical

1 - SEAL
2 - MANUAL SHAFT
(4) Remove manual shaft/TRS retaining screw

(Fig. 250).
(5) Slide TRS off of manual valve shaft.
INSTALLATION Fig. 251 Transmission Temperature Sensor

(1) Install the TRS to the manual shaft. Make sure
TRS locating pin rests in manual valve bore slot. 2 - TEMPERATURE SENSOR
(2) Install the TRS/manual shaft retaining screw
and torque to 5 Nm (45 in. lbs.) torque.
(3) Install the manual shaft seal.
(4) Install valve body to the transmission.
T RAN SM I SSI ON T EM PERAT U RE SEN SOR (Cont inue d)
OPERATION
The TRS has an integrated thermistor that the
PCM uses to monitor the transmissions sump tem-
perature. Since fluid temperature can affect trans-
mission shift quality and convertor lock up, the PCM
requires this information to determine which shift
schedule to operate in. The PCM also monitors this
temperature data so it can energize the vehicle cool-
ing fan(s) when a transmission overheat condition
exists. If the thermistor circuit fails, the PCM will
revert to calculated oil temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-
dicted fluid temperature which is calculated from a
combination of inputs:
Battery (ambient) temperature
Engine coolant temperature
In-gear run time since start-up

VALV E BODY 1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
2 - TRS
3 - TRANSFER PLATE
DESCRIPTION 4 - SEPARATOR PLATE
The valve body assembly (Fig. 252) consists of a 5 - VALVE BODY
cast aluminum valve body, a separator plate, and
transfer plate. The valve body contains valves and THERMAL VALVE
check balls that control fluid delivery to the torque The thermal valve is a bi-metallic shudder valve
converter clutch, solenoid/pressure switch assembly, that helps control the venting rate of oil pressure in
and frictional clutches. the underdrive clutch passage during release of the
Also mounted to the valve body assembly are the clutch (Fig. 254). When the oil temperature is
solenoid/pressure switch assembly and the transmis- approximately 20 degrees Fahrenheit or less, the
sion range sensor (Fig. 252). valve is fully open to assist in venting oil past the U1
The valves contained within the valve body include orifice. At temperatures above 20 degrees, the valve
the following (Fig. 253): starts to close and becomes fully closed at approxi-
Regulator valve mately 140 degrees. The thermal valve is located in
Solenoid switch valve the transfer plate of the valve body.
Manual valve
Converter clutch switch valve REGULATOR VALVE
Converter clutch control valve The regulator valve (Fig. 255) controls hydraulic
Torque converter regulator valve pressure in the transmission. It receives unregulated
Low/Reverse switch valve pressure from the pump, which works against spring
In addition, the valve body also contains the ther- tension to maintain oil at specific pressures. A sys-
mal valve, #2, 3, 4 & 5 check balls and the 2/4 accu- tem of sleeves and ports allows the regulator valve to
mulator assembly. work at one of three predetermined pressure levels.
Regulated oil pressure is also referred to as line
OPERATION pressure.
NOTE: (Refer to 21 - TRANSMISSION/AUTOMATIC -

42RLE - SCHEMATICS AND DIAGRAMS) for a visual
aid in determining valve location, operation and
design.
VALV E BODY (Cont inue d)
Fig. 253 Valve Body - Exploded

1 - VALVE BODY 5 - MANUAL VALVE
2 - T/C REGULATOR VALVE 6 - CONVERTER CLUTCH SWITCH VALVE
3 - L/R SWITCH VALVE 7 - SOLENOID SWITCH VALVE
4 - CONVERTER CLUTCH CONTROL VALVE 8 - REGULATOR VALVE
Fig. 254 Thermal Valve Fig. 255 Regulator Valve

1 - THERMAL VALVE 1 - FROM OVERDRIVE CLUTCH CIRCUIT
2 - U1 ORIFICE 2 - FROM MANUAL VALVE
3 - NUMBER 2 CHECK BALL 3 - HYDRAULIC PRESSURE
4 - FILTER
5 - PUMP INLET
6 - PUMP OUTLET
7 - OIL PRESSURE REGULATED AT THIS POINT
8 - SPRING TENSION
9 - REGULATOR VALVE
10 - TORQUE CONVERTER CONTROL VALVE
SOLENOID SWITCH VALVE MANUAL VALVE
The solenoid switch valve (Fig. 256) controls line The manual valve (Fig. 257) is operated by the
pressure from the LR/CC solenoid. In one position, it mechanical shift linkage. Its primary responsibility is
allows the low/reverse clutch to be pressurized. In to send line pressure to the appropriate hydraulic cir-
the other, it directs line pressure to the converter cuits and solenoids. The valve has three operating
control and converter clutch valves. ranges or positions.
Fig. 257 Manual Valve

1 - UD CLUTCH
2 - LR/CC CLUTCH
3 - REVERSE CLUTCH
4 - MANUAL VALVE
5 - REGULATOR VALVE
6 - REGULATOR VALVE
7 - CONVERTER CLUTCH CONTROL VALVE
8 - 2/4 CLUTCH
9 - 2/4 - L/R SOLENOID
10 - L/R CLUTCH
Fig. 256 Solenoid Switch Valve De-Energized

1 - 2/4 CLUTCH
2 - MANUAL VALVE
3 - UD CLUTCH
4 - LR/CC SOLENOID DE-ENERGIZED
5 - MANUAL VALVE
6 - LINE PRESSURE
7 - CONVERTER CLUTCH SWITCH AND CONTROL VALVES
8 - LR CLUTCH
CONVERTER CLUTCH SWITCH VALVE
The main responsibility of the converter clutch
switch valve (Fig. 258) is to control hydraulic pres-
sure applied to the front (off) side of the converter
clutch piston. Line pressure from the regulator valve
is fed to the torque converter regulator valve. The
pressure is then directed to the converter clutch
switch valve and to the front side of the converter
clutch piston. This pressure pushes the piston back
and disengages the converter clutch.
Fig. 259 Converter Clutch Control Valve

1 - CONVERTER CLUTCH
2 - TORQUE CONVERTER
3 - LR/CC SOLENOID
4 - FROM MANUAL VALVE
5 - CONVERTER CLUTCH CONTROL VALVE
Fig. 258 Converter Clutch Switch Valve 6 - TORQUE CONVERTER REGULATOR VALVE
1 - CONVERTER CLUTCH 7 - CONVERTER CLUTCH SWITCH VALVE
2 - TORQUE CONVERTER 8 - BYPASS VALVE
3 - LR CLUTCH 9 - COOLER
4 - DRIBBLERS
5 - REGULATOR VALVE tion fluid pressure is applied. By design, when the
6 - SOLENOID SWITCH VALVE
7 - CONVERTER CLUTCH CONTROL VALVE valve is shifted by fluid pressure from one channel,
8 - REGULATOR VALVE the opposing channel is blocked. The switch valve
9 - CONVERTER CLUTCH CONTROL VALVE alienates the possibility of a sticking ball check, thus
10 - CONVERTER CLUTCH SWITCH VALVE
11 - BYPASS VALVE providing consistent application of the low/reverse
12 - LUBE clutch under these operating conditions.
13 - COOLER
REMOVAL
CONVERTER CLUTCH CONTROL VALVE
The converter clutch control valve (Fig. 259) con- NOTE: If valve body is being reconditioned or
trols the back (on) side of the torque converter clutch. replaced, it is necessary to perform the Quick Learn
When the controller energizes or modulates the Procedure.(Refer to 8 - ELECTRICAL/ELECTRONIC
LR/CC solenoid to apply the converter clutch piston, CONTROL MODULES/TRANSMISSION CONTROL
both the converter clutch control valve and the con- MODULE - STANDARD PROCEDURE)
verter control valve move, allowing pressure to be
applied to the back side of the clutch. (1) Disconnect the TRS and solenoid wiring con-
nectors.
T/C REGULATOR VALVE (2) Disconnect the shift cable from the shift lever
The torque converter regulator valve slightly regu- (at the transmission).
lates the flow of fluid to the torque converter. (3) Move the manual shift lever clockwise as far as
it will go. This should be one position past the L posi-
LOW/REVERSE SWITCH VALVE tion. Then remove the manual shift lever.
The low/reverse clutch is applied from different
sources, depending on whether low (1st) gear or NOTE: One of the oil pan bolts has a sealing patch
reverse is selected. The low/reverse switch valve applied from the factory. Seperate this bolts for
alternates positions depending on from which direc- reuse.
(4) Remove transmission pan bolts (Fig. 260). (6) Remove oil filter from valve body (Fig. 262). It
is held in place by two screws.
Fig. 260 Remove Transmission Oil Pan Bolts

1 - TRANSMISSION OIL PAN Fig. 262 Remove Transmission Filter
2 - BOLTS 1 - TRANSMISSION FILTER
(5) Remove transmission oil pan (Fig. 261). (7) Remove valve body bolts-to-case (Fig. 263).
Fig. 261 Remove Transmission Oil Pan Fig. 263 Remove Valve Body Bolts
1 - TRANSMISSION OIL PAN 1 - BOLTS
(8) Carefully remove valve body assembly from
transmission (Fig. 264).
Fig. 264 Remove Valve Body From Transmission

1 - VALVE BODY
Fig. 265 Manual Shaft Retaining Screw
1 - SCREW
CAUTION: The overdrive and underdrive accumula- 2 - TRS
tors and springs may fall out when removing the
valve body.
DISASSEMBLY
NOTE: If the valve body is being reconditioned or
replaced, it is necessary to perform the Quick Learn
Procedure using the DRBIIIT Scan Tool (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MODULES/
TRANSMISSION CONTROL MODULE - STANDARD
PROCEDURE)
(1) Remove manual shaft seal.

(2) Remove manual shaft screw (Fig. 265).
(3) Remove Transmission Range Sensor (TRS) and
manual shaft (Fig. 266).
Fig. 266 Manual Shaft/Rooster Comb and

2 - MANUAL SHAFT
3 - ROOSTER COMB
(4) Remove Solenoid/Pressure Switch Assembly (6) Invert valve body assembly and remove trans-
from valve body (Fig. 267). fer plate-to-valve body screws (Fig. 269).

2 - RETAINING SCREWS
(5) Remove valve body stiffener plate (Fig. 268). Fig. 269 Remove Transfer Plate-to-Valve Body
Screws
1 - SCREW (24)
2 - TRANSFER PLATE
(7) Remove transfer/separator plate from valve

body (Fig. 270)
Fig. 268 Remove Stiffener Plate

1 - STIFFENER PLATE
Fig. 270 Remove Transfer Plate to Valve Body

1 - TRANSFER PLATE
2 - VALVE BODY
(8) Remove separator plate-to-transfer plate (10) Remove the oil screen from the transfer plate
screws (Fig. 271). (Fig. 273).
(9) Remove separator plate from transfer plate (11) Remove thermal valve (Fig. 274) from transfer
(Fig. 272). plate.
Fig. 271 Remove Separator Plate-to-Transfer Plate Fig. 273 Remove Oil Screen to Transfer Plate
Screws 1 - OIL SCREEN
1 - SEPARATOR PLATE
2 - SCREW (2)
3 - TRANSFER PLATE
Fig. 274 Remove Thermal Valve to Transfer Plate

1 - THERMAL VALVE
Fig. 272 Remove Separator Plate to Transfer Plate

1 - SEPARATOR PLATE
2 - TRANSFER PLATE
Fig. 275 Ball Check Location

1 - (#4) BALL CHECK LOCATION 3 - (#5) BALL CHECK LOCATION
(12) Remove valve body check balls. Note their (14) Remove dual retainer plate from valve body.
location for assembly ease (Fig. 275). Use special tool 6301 to remove plate (Fig. 277).
(13) Remove 2/4 accumulator assembly as shown
in (Fig. 276).

1 - VALVE BODY
Fig. 277 Remove Dual Retainer Plate using Tool
2 - RETAINER PLATE 6301
3 - DETENT SPRING
1 - TOOL 6301
4 - RETURN SPRINGS
2 - RETAINER
5 - PISTON
Fig. 278 Remove Regulator Valve Spring Retainer Fig. 279 Valve Retainer Location
using Tool 6302 1 - RETAINER
1 - TOOL 6302 2 - RETAINER
2 - RETAINER
(17) Remove valves and springs as shown in (Fig.
(15) Remove regulator valve spring retainer (Fig. 278). 280).
(16) Remove remaining retainers as shown in (Fig.
279).

(18) Cleanliness through entire disassembly and
assembly of the valve body cannot be overempha-
sized. When disassembling, each part should be
washed in a suitable solvent, then dried by com-
pressed air. Do not wipe parts with shop towels.
All mating surfaces in the valve body are accurately
machined; therefore, careful handling of all parts
must be exercised to avoid nicks or burrs.
ASSEMBLY
NOTE: If the valve body assembly is being recondi-
tioned or replaced, it is necessary to perform the
Quick Learn Procedure using the DRBIIIT Scan
Tool. (Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL MOD-
ULE - STANDARD PROCEDURE)
(1) Install valves and springs as shown in (Fig.

281). Fig. 282 Install Regulator Valve Spring Retainer
(2) Install regulator valve spring retainer (Fig. using Tool 6302
282).
1 - TOOL 6302
2 - RETAINER

(3) Install dual retainer plate using Tool 6301 (Fig. (5) Install 2/4 Accumulator components as shown
283). in (Fig. 285). Torque 2/4 Accumulator retainer plate
to 5 Nm (45 in. lbs.).

1 - VALVE BODY
Fig. 283 Install Dual Retainer Plate using Tool 6301 2 - RETAINER PLATE
3 - DETENT SPRING
1 - TOOL 6301
4 - RETURN SPRINGS
2 - RETAINER
5 - PISTON
(4) Verify that all retainers are installed as shown

in (Fig. 284). Retainers should be flush or below
valve body surface.
Fig. 284 Valve Retainer Location

1 - RETAINER
2 - RETAINER
Fig. 286 Ball Check Location

(6) Install check balls into position as shown in (8) Install the oil screen to the transfer plate (Fig.
(Fig. 286). If necessary, secure them with petrolatum 288).
or transmission assembly gel for assembly ease.
(7) Install thermal valve to the transfer plate (Fig.
287).
Fig. 287 Install Thermal Valve to Transfer Plate Fig. 288 Install Oil Screen to Transfer Plate
1 - THERMAL VALVE 1 - OIL SCREEN
(9) Install separator plate to transfer plate (Fig.
289).
Fig. 291 Install Transfer Plate to Valve Body

1 - TRANSFER PLATE
2 - VALVE BODY
Fig. 289 Install Separator Plate to Transfer Plate
1 - SEPARATOR PLATE (12) Install the transfer plate-to-valve body screws
2 - TRANSFER PLATE (Fig. 292) and torque to 5 Nm (45 in. lbs.).
(10) Install the two separator plate-to-transfer
plate screws (Fig. 290).
(11) Install the transfer plate to the valve body
(Fig. 291).
Fig. 292 Install Transfer Plate-to-Valve Body Screws

1 - SCREW (24)
2 - TRANSFER PLATE
Fig. 290 Install Separator Plate-to-Transfer Plate

Screws
1 - SEPARATOR PLATE
2 - SCREW (2)
3 - TRANSFER PLATE
2(13) Install the stiffener plate (Fig. 293).
Fig. 295 Manual Shaft/Rooster Comb and

Fig. 293 Install Stiffener Plate Transmission Range Sensor
1 - STIFFENER PLATE
2 - MANUAL SHAFT
(14) Install the solenoid/pressure switch assembly 3 - ROOSTER COMB
and to the transfer plate (Fig. 294) and torque to 5.5
Nm (50 in. lbs.).

2 - RETAINING SCREWS Fig. 296 Manual Shaft Retaining Screw
1 - SCREW
(15) Install the manual shaft/rooster comb and 2 - TRS
transmission range sensor to the valve body (Fig.
295).
(16) Install the TRS/manual shaft retaining screw
(Fig. 296) and torque to 5 Nm (45 in. lbs.).
(17) Install manual shaft seal.
INSTALLATION (7) Fill transmission with ATF+4, Automatic

(1) Install valve body into position and start bolts. Transmission Fluid. Verify proper fluid level. (Refer
Torque valve body to transmission case bolts (Fig. to 21 - TRANSMISSION/AUTOMATIC - 42RLE/
297) to 12 Nm (105 in. lbs.) torque. FLUID - STANDARD PROCEDURE)
(2) Install transmission oil filter (Fig. 298).
NOTE: If the valve body has been reconditioned or
NOTE: Before installing the oil pan bolt in the bolt replaced, it is necessary to perform the Quick Learn
hole located between the torque converter clutch Procedure. (Refer to 8 - ELECTRICAL/ELECTRONIC
on and U/D clutch pressure tap circuits (Fig. 299), it CONTROL MODULES/TRANSMISSION CONTROL
will be necessary to replentish the sealing patch on MODULE - STANDARD PROCEDURE)
(3) Make sure oil pan and case rail are clean and
dry. Install an 1/8 bead of RTV to the transmission
oil pan and install to case. Tighten bolts (Fig. 300) to
20 Nm (14.5 ft. lbs.).
(4) Lower vehicle and connect the TRS connector.
(5) Connect solenoid/pressure switch assembly con-
nector.
(6) Lower vehicle.
Fig. 299 Pan Fastener Location

1 - FRONT DRIVESHAFT
2 - PRESSURE PORTS
Fig. 297 Install Valve Body Bolts 5 - SECOND TRANSMISSION OIL PAN BOLT ON LEFT SIDE
1 - BOLTS
Fig. 300 Install Transmission Oil Pan Bolts

Fig. 298 Install Transmission Filter
1 - TRANSMISSION FILTER 2 - BOLTS
21 - 196 TRANSFER CASE - NV231 TJ
T RAN SFER CASE - N V 2 3 1

TABLE OF CONTENTS
page page
TRANSFER CASE - NV231 FRONT OUTPUT SHAFT SEAL

DIAGNOSIS AND TESTING - TRANSFER REAR OUTPUT SHAFT SEAL
CASE - NV231 . . . . . . . . . . . . . . . . . . . . . . . 197 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 225
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 198 SHIFT LEVER
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 206 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 227
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 ADJUSTMENTS - SHIFT LINKAGE . . . . . . . . . 228
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 220 SPEEDOMETER DRIVE ADAPTER
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
TRANSFER CASE - NV231 . . . . . . . . . . . . . 221 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 228
SPECIAL TOOLS VEHICLE SPEED SENSOR
NV231 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 229
FLUID OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 229
STANDARD PROCEDURE - FLUID DRAIN AND REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 230
T RAN SFER CASE - N V 2 3 1 fer case range lever by an adjustable linkage rod. A
straight line shift pattern is used. Range positions
DESCRIPTION are marked on the shifter bezel cover plate.
The NV231 is a part-time transfer case with a low
range reduction gear system. The NV231 has three IDENTIFICATION
operating ranges plus a NEUTRAL position. A low A circular ID tag is attached to the rear case of
range system provides a reduction ratio for increased each transfer case (Fig. 1). The ID tag provides the
low speed torque capability. transfer case model number, assembly number, serial
The geartrain is mounted in two aluminum case number, and low range ratio.
halves attached with bolts. The mainshaft front and The transfer case serial number also represents
rear bearings are mounted in aluminum retainer the date of build.
housings bolted to the case halves.
OPERATING RANGES
Transfer case operating ranges are:
2WD (2-wheel drive)
4x4 (4-wheel drive)
4 Lo (4-wheel drive low range
The 2WD range is for use on any road surface at
any time.
The 4x4 and 4 Lo ranges are for off road use only.
They are not for use on hard surface roads. The only
exception being when the road surface is wet or slip-
pery or covered by ice and snow.
The low range reduction gear system is operative
in 4 Lo range only. This range is for extra pulling
power in off road situations. Low range reduction
ratio is 2.72:1. Fig. 1 Fill/Drain Plug And I.D. Tag Locations - Typical
SHIFT MECHANISM 1 - I.D. TAG
2 - FILL PLUG
Operating ranges are selected with a floor mounted 3 - DRAIN PLUG
shift lever. The shift lever is connected to the trans-
TJ TRANSFER CASE - NV231 21 - 197
T RAN SFER CASE - N V 2 3 1 (Cont inue d)
OPERATION connects the shaft to a drive sprocket on the main-

The input gear is splined to the transmission out- shaft. The drive sprocket is engaged/disengaged by
put shaft. The input gear drives the mainshaft the mode fork, which operates the mode sleeve and
through the planetary assembly and range hub. The hub. The sleeve and hub are not equipped with a
front output shaft is operated by a drive chain that synchronizer mechanism for shifting.
DIAGNOSIS AND TESTING - TRANSFER CASE - NV231

DIAGNOSIS CHART
Transfer case difficult to shift or will 1) Vehicle speed to great to permit 1) Slow vehicle and shift into desired
not shift into desired range. shifting. range.
2) If vehicle was operated for an 2) Stop vehicle and shift transfer

extended period in 4H mode on dry case to Neutral position. Transfer
surface, driveline torque load may case can then be shifted to the
cause difficulty. desired mode.
3) Transfer case shift linkage 3) Repair or replace linkage as
binding. necessary.
4) Insufficient or incorrect lubricant. 4) Drain and refill transfer case with
the correct type and quantity of
lubricant.
5) Internal transfer case 5) Repair or replace components as
components binding, worn, or necessary.
damaged.
Transfer case noisy in all drive 1) Insufficient or incorrect lubricant. 1) Drain and refill transfer case with
modes. the correct type and quantity of
lubricant.
Transfer case noisy while in, or 1) Transfer case not completely 1) Slow vehicle, shift transfer case
jumps out of, 4L mode. engaged in 4L position. to the Neutral position, and then
shift into the 4L mode.
2) Transfer case shift linkage out of 2) Adjust linkage as necessary.

adjustment.
3) Transfer case shift linkage loose 3) Repair, replace, or tighten linkage
or binding. components as necessary.
4) Range fork damaged, inserts 4) Repair or replace components as
worn, or fork is binding on the shift necessary.
rail.
5) Low range gear worn or 5) Repair or replace components as
damaged. necessary.
Lubricant leaking from transfer case 1) Transfer case overfilled. 1) Drain lubricant to the correct
seals or vent. level.
2) Transfer case vent closed or 2) Clean or replace vent as

restricted. necessary.
3) Transfer case seals damaged or 3) Replace suspect seal.
installed incorrectly.
Abnormal tire wear. 1) Extended operation in 4H mode 1) Operate vehicle in 2H mode on

on dry surfaces, dry surfaces.
REMOVAL fer case output shaft. Be sure to identify the

(1) Shift transfer case into NEUTRAL. transfer case before proceeding.
(2) Raise vehicle. (3) Remove output shaft boot from slinger, or out-
(3) Drain transfer case lubricant. put shaft damper, and output shaft.
(4) Mark front and rear propeller shaft yokes for (4) If the vehicle is not equipped with an output
alignment reference. shaft damper, remove the output shaft rear slinger
(5) Support transmission with jack stand. using Puller MD-998056-A (Fig. 3).
(6) Remove rear crossmember, or skid plate.
(7) Disconnect front/rear propeller shafts at trans-
fer case.
(8) Disconnect vehicle speed sensor wires.
(9) Disconnect transfer case linkage rod from
range lever.
(10) Disconnect transfer case vent hose (Fig. 2)
and indicator switch harness, if necessary.
(11) Support transfer case with transmission jack.
(12) Secure transfer case to jack with chains.
(13) Remove nuts attaching transfer case to trans-
mission.
(14) Pull transfer case and jack rearward to disen-
gage transfer case.
(15) Remove transfer case from under vehicle.
Fig. 3 Rear Slinger Removal

1 - TRANSFER CASE
2 - SPECIAL TOOL MD-998056-A
3 - SLINGER
(5) If the vehicle is equipped with an output shaft

damper, use Screws 8421 and the puller yoke and
forcing screw from a bolt-grip puller set, such as
those used to remove steering wheels and harmonic
balancers, to remove the transfer case output shaft
damper.
(6) Use a suitable pry tool, or a slide hammer
mounted screw, to remove the seal from the rear
retainer (Fig. 4).
Fig. 2 Transfer Case Mounting

1 - VENT TUBE
2 - TRANSFER CASE
3 - TRANSMISSION
DISASSEMBLY
Position transfer case on shallow drain pan.
Remove drain plug and drain lubricant remaining in
case.
REAR RETAINER AND OIL PUMP

(1) Remove the speedometer adapter.
(2) Spread band clamp which holds output shaft
boot to the output shaft slinger, or output shaft
damper, with a suitable awl, or equivalent.
Fig. 4 Rear Retainer Seal
NOTE: Vehicles built with a 4.0L engine and a man-
ual transmission use a damper weight on the trans- 1 - REAR RETAINER
2 - OUTPUT SHAFT SEAL
(7) Remove the rear output bearing I.D. retaining (11) Remove snap-ring holding oil pump in position
ring (Fig. 5). on output shaft.
(8) Remove the bolts holding the rear retainer to (12) Disengage oil pickup tube from oil pump and
the rear case half. remove oil pump assembly. Remove oil pump by tilt-
ing the edge of the oil pump from under the edge of
the rear case half and sliding the pump (Fig. 7).
Fig. 7 Oil Pump Removal

1 - OIL PUMP
Fig. 5 Output Shaft Rear Bearing Retaining Ring
1 - SNAP-RING PLIERS (13) Remove pick-up tube o-ring from oil pump
2 - REAR BEARING I.D. RETAINING RING
(Fig. 8), if necessary. Do not disassemble the oil
(9) Tap rear retainer with rawhide or rubber mal- pump, it is not serviceable.
let to loosen sealer bead.
(10) Remove rear retainer from rear case half (Fig.
6).
Fig. 8 Pick-up Tube O-ring Location

1 - OIL PUMP
2 - O-RING
Fig. 6 Rear Retainer Removal

1 - MAINSHAFT
2 - REAR RETAINER
YOKE AND RANGE LEVER (4) Remove seal washer from front output shaft.
(1) Remove transfer case indicator switch. Discard washer as it should not be reused.
(2) Remove front yoke nut as follows: (5) Remove nut and washer that attach range
(a) Move range lever to 4L position. lever to sector shaft. Then move sector to neutral
(b) Then remove nut with socket and impact position and remove range lever from shaft (Fig. 11).
wrench (Fig. 9).
(3) Remove yoke. If yoke is difficult to remove by
hand, remove it with bearing splitter, or with stan-
dard two jaw puller (Fig. 10). Be sure puller tool is
positioned on yoke and not on slinger as slinger will
be damaged.
Fig. 11 Range Lever Removal

1 - RANGE LEVER
2 - SECTOR SHAFT
FRONT OUTPUT SHAFT AND DRIVE CHAIN

(1) Support transfer case so rear case is facing
upward.
(2) Remove bolts holding front case to rear case.
The case alignment bolts require flat washers (Fig.
12).
Fig. 9 Yoke Nut Removal
1 - IMPACT WRENCH
2 - SOCKET
3 - YOKE
Fig. 12 Rear Case Alignment Bolt Locations

1 - DOWEL BOLT AND WASHER (2)
2 - CASE BOLT (5)
Fig. 10 Yoke Removal 3 - SPLINE HEAD BOLT (1)
1 - PULLER TOOL
2 - YOKE
(3) Loosen rear case with flat blade screwdriver to
break sealer bead. Insert pry tool blade only into
notches provided at each end of case (Fig. 13).
(4) Remove rear case from front case.
Fig. 15 Mode Fork Spring Removal

1 - MODE SPRING
Fig. 13 Loosening Rear Case - Typical

1 - REAR CASE
2 - PRY TOOL (IN CASE SLOT)
3 - FRONT CASE
(5) Remove oil pickup tube from rear case (Fig.

14).
(6) Remove mode fork spring (Fig. 15).
(7) Pull front output shaft upward and out of front
output shaft bearing (Fig. 16).
(8) Remove front output shaft and chain.
Fig. 16 Remove Front Output Shaft And Chain

1 - DRIVE CHAIN
2 - FRONT OUTPUT SHAFT
3 - SHAFT FRONT BEARING
Fig. 14 Oil Pickup Tube Removal

1 - CONNECTING HOSE
2 - PICKUP SCREEN
3 - PICKUP TUBE
SHIFT FORKS AND MAINSHAFT
(1) Remove detent plug, O-ring, detent spring and
detent plunger (Fig. 17).
(2) Remove mainshaft from mode sleeve and input
gear pilot bearing.
Fig. 19 Range Fork And Sleeve Removal

1 - RANGE HUB
2 - RANGE FORK
Fig. 17 Detent Plug, Spring And Plunger Removal

1 - POPPET
2 - SPRING
3 - SCREW
4 - POPPET BORE (IN CASE)
(3) Remove mode fork and sleeve as an assembly

(Fig. 18). Note position of sleeve for assembly refer-
ence. The short side of the sleeve faces upward.
(4) Remove range fork and hub as an assembly
(Fig. 19). Note fork position for installation reference.
(5) Remove shift sector from front case (Fig. 20).
(6) Remove shift sector bushing and O-ring (Fig.
21). Fig. 20 Shift Sector Removal
1 - SHIFT SECTOR
Fig. 18 Mode Fork And Sleeve Removal

1 - MODE SLEEVE
2 - MODE FORK AND RAIL Fig. 21 Sector Bushing And O-Ring Removal
1 - SEAL RETAINER
2 - SECTOR SHAFT BORE
3 - O-RING SEAL
MAINSHAFT
(1) Remove mode hub retaining ring with heavy
duty snap-ring pliers (Fig. 22).
(2) Slide mode hub off mainshaft (Fig. 23).
(3) Slide drive sprocket off mainshaft (Fig. 24).
Fig. 24 Drive Sprocket Removal

1 - DRIVE SPROCKET
2 - MAINSHAFT
INPUT GEAR AND LOW RANGE GEAR

Fig. 22 Mode Hub Retaining Ring Removal
(1) Remove front bearing retainer attaching bolts
1 - MODE HUB
2 - SNAP-RING PLIERS (HEAVY DUTY)
(Fig. 25).
3 - MODE HUB RETAINING RING
Fig. 23 Mode Hub Removal Fig. 25 Front Bearing Retainer Bolts

1 - MAINSHAFT 1 - FRONT CASE
2 - MODE HUB 2 - FRONT BEARING RETAINER
3 - RETAINER BOLTS
(2) Remove front bearing retainer. Pry retainer (5) Place front case in horizontal position. Then
loose with pry tool positioned in slots at each end of remove input gear and low range gear as an assem-
retainer (Fig. 26). bly (Fig. 28). Tap gear out of bearing with plastic
mallet if necessary.
Fig. 28 Input Gear And Planetary Carrier Removal

1 - PLANETARY ASSEMBLY
2 - INPUT GEAR
Fig. 26 Front Bearing Retainer Removal
1 - FRONT BEARING RETAINER INPUT AND LOW RANGE GEAR
2 - RETAINER SLOT (1) Remove snap-ring that retains input gear in
low range gear (Fig. 29).
(3) Remove front bearing retainer seal. Tap seal
out with drift and hammer.
(4) Remove input gear retaining ring with heavy
duty snap-ring pliers (Fig. 27)
Fig. 29 Input Gear Snap-Ring Removal

1 - CARRIER LOCK RETAINING RING
2 - INPUT GEAR
3 - PLANETARY CARRIER
Fig. 27 Removing Input Gear Retaining Ring 4 - SCREWDRIVER
1 - INPUT GEAR BEARING RETAINING RING
2 - INPUT GEAR BEARING
3 - SNAP-RING PLIERS
(2) Remove retainer (Fig. 30).
(3) Remove front tabbed thrust washer (Fig. 31).
(4) Remove input gear (Fig. 32).
(5) Remove rear tabbed thrust washer from low
range gear (Fig. 33).
Fig. 32 Input Gear Removal

1 - INPUT GEAR
2 - LOW RANGE GEAR
Fig. 30 Input Gear Retainer Removal

1 - INPUT GEAR
2 - LOW RANGE GEAR
3 - RETAINER
Fig. 33 Rear Tabbed Thrust Washer Removal

1 - LOW RANGE GEAR
2 - REAR TABBED THRUST WASHER
CLEANING
Clean the transfer case parts with a standard
parts cleaning solvent. Remove all traces of sealer
Fig. 31 Front Tabbed Thrust Washer Removal from the cases and retainers with a scraper and
1 - FRONT TABBED THRUST WASHER 3M all purpose cleaner. Use compressed air to
remove solvent residue from oil feed passages in the
case halves, retainers, gears, and shafts.
INSPECTION INPUT GEAR AND PLANETARY CARRIER

Check the teeth on the gear (Fig. 35). Minor nicks
MAINSHAFT/SPROCKET/HUB can be dressed off with an oilstone but replace the
Inspect the splines on the hub and shaft and the gear if any teeth are broken, cracked, or chipped. The
teeth on the sprocket (Fig. 34). Minor nicks and bearing surface on the gear can be smoothed with
scratches can be smoothed with an oilstone. However, 300-400 grit emery cloth if necessary.
replace any part that is damaged. Examine the carrier body and pinion gears for
Check the contact surfaces in the sprocket bore wear or damage. The carrier will have to be replaced
and on the mainshaft. Minor nicks and scratches can as an assembly if the body, pinion pins, or pinion
be smoothed with 320-400 grit emery cloth but do not gears are damaged.
try to salvage the shaft if nicks or wear is severe.
Fig. 34 Mainshaft, Mode Hub, And Drive Sprocket

1 - MODE HUB 3 - MAINSHAFT
2 - DRIVE SPROCKET 4 - MODE HUB RETAINING RING
Fig. 35 Input Gear And Carrier Components

1 - PLANETARY CARRIER 4 - CARRIER LOCK RING
2 - REAR THRUST WASHER 5 - CARRIER LOCK RETAINING RING
3 - FRONT THRUST WASHER 6 - INPUT GEAR
Check the lock ring and both thrust washers for Check both of the sleeves for wear or damage,
wear or cracks. Replace them if necessary. Also especially on the interior teeth. Replace the sleeves if
replace the lock retaining ring if bent, distorted, or wear or damage is evident.
broken.
REAR RETAINER/BEARING/ SEAL/SLINGER/BOOT
SHIFT FORKS/HUBS/SLEEVES Inspect the retainer components (Fig. 38). Replace
Check condition of the shift forks and mode fork the bearing if rough or noisy. Check the retainer for
shift rail (Fig. 36). Minor nicks on the shift rail can cracks or wear in the bearing bore. Clean the
be smoothed with 320-400 grit emery cloth. retainer sealing surfaces with a scraper and 3M all
purpose cleaner. This will ensure proper adhesion of
the sealer during reassembly.
An output shaft slinger is used on some vehicles,
while an output shaft damper is used on other vehi-
cles. The output shaft slinger and seal should be
replaced outright; do not reuse either part.
Replace any part if distorted, bent, or broken. Also
replace the boot if cut or torn. Replace the boot band
clamps, do not reuse them.
REAR OUTPUT SHAFT/YOKE/DRIVE CHAIN

Check condition of the seal contact surfaces of the
yoke slinger (Fig. 39). This surface must be clean and
smooth to ensure proper seal life. Replace the yoke
nut and seal washer as neither part should be
reused.
Fig. 36 Shift Forks Inspect the shaft threads, sprocket teeth, and bear-
1 - RANGE FORK
ing surfaces. Minor nicks on the teeth can be
2 - MODE FORK AND RAIL smoothed with an oilstone. Use 320-400 grit emery to
3 - MODE SPRING smooth minor scratches on the shaft bearing sur-
faces. Rough threads on the shaft can be chased if
Inspect the shift fork wear pads (Fig. 37). The necessary. Replace the shaft if the threads are dam-
mode fork pads are serviceable and can be replaced if aged, bearing surfaces are scored, or if any sprocket
necessary. The range fork pads are not serviceable. teeth are cracked or broken.
The fork must be replaced as an assembly if the pads Examine the drive chain and shaft bearings.
are worn or damaged. Replace the chain and both sprockets if the chain is
stretched, distorted, or if any of the links bind.
Replace the bearings if rough, or noisy.
LOW RANGE ANNULUS GEAR

Inspect annulus gear condition carefully. The gear
is only serviced as part of the front case. If the gear
is damaged, it will be necessary to replace the gear
and front case as an assembly. Do not attempt to
remove the gear (Fig. 40)
Fig. 37 Shift Fork And Wear Pad Locations

1 - RANGE FORK
2 - MODE FORK
3 - WEAR PADS (SERVICEABLE)
4 - WEAR PADS (NON-SERVICEABLE)
Fig. 38 Rear Retainer Without Output Shaft Damper

1 - REAR RETAINER 5 - BAND CLAMPS
2 - REAR BEARING I.D. MAINSHAFT RETAINING RING 6 - REAR SLINGER
3 - REAR SEAL 7 - REAR BEARING O.D. RETAINING RING
4 - BOOT 8 - REAR BEARING
Fig. 39 Seal Contact Surface Of Yoke Slinger Fig. 40 Low Range Annulus Gear
1 - FRONT SLINGER (PART OF YOKE)
1 - FRONT CASE
2 - SEAL CONTACT SURFACE MUST BE CLEAN AND SMOOTH
2 - LOW RANGE ANNULUS GEAR
FRONT/REAR CASES AND FRONT RETAINER
Inspect the cases and retainer for wear and dam-
age. Clean the sealing surfaces with a scraper and
3M all purpose cleaner. This will ensure proper
sealer adhesion at assembly. Replace the input
retainer seal; do not reuse it.
Check case condition. If leaks were a problem, look
for gouges and severe scoring of case sealing sur-
faces. Also make sure the front case mounting studs
are in good condition.
Check the front case mounting studs and vent
tube. The tube can be secured with Loctite 271 or
680 if loose. The stud threads can be cleaned up with
a die if necessary. Also check condition of the fill/
drain plug threads in the rear case. The threads can
be repaired with a thread chaser or tap if necessary.
Or the threads can be repaired with Helicoil stain- Fig. 41 Front Output Seal Removal - Typical
less steel inserts if required. 1 - OUTPUT SHAFT SEAL
2 - PRYBAR
OIL PUMP/OIL PICKUP
Examine the oil pump pickup parts. Replace the
pump if any part appears to be worn or damaged. Do
not disassemble the pump as individual parts are not
available. The pump is only available as a complete
assembly. The pickup screen, hose, and tube are the
only serviceable parts and are available separately.
ASSEMBLY
Lubricate transfer case components with Mopart
ATF +4, Automatic Transmission Fluid, or petroleum
jelly (where indicated) during assembly.
BEARINGS AND SEALS

CAUTION: The bearing bores in various transfer
case components contain oil feed holes. Make sure
replacement bearings do not block the holes. Fig. 42 Front Output Shaft Bearing Retaining Ring
Removal
(1) Remove the front output shaft seal from case 1 - SCREWDRIVERS
with pry tool (Fig. 41). 2 - SNAP-RING
(2) Remove the front output shaft bearing retain- 3 - FRONT OUTPUT SHAFT BEARING
4 - FRONT CASE
ing ring with screwdriver (Fig. 42).
(3) Remove bearing with Tool Handle C-4171 and (5) Install output shaft front bearing retaining
Tool 5065 (Fig. 43). ring (Fig. 45). Start ring into place by hand. Then
use small screwdriver to work ring into case groove.
Be sure ring is fully seated before proceeding.
Fig. 45 Installing Output Shaft Front Bearing

Retaining Ring
1 - WORK RETAINING RING INTO BORE GROOVE WITH SMALL
Fig. 43 Front Output Shaft Bearing Removal SCREWDRIVER
1 - FRONT CASE
(6) Install new front output seal in front case with
3 - SPECIAL TOOL 5065 Installer Tool 8143-A as follows:
(a) Place new seal on tool. Garter spring on
(4) Install front output shaft front bearing in case seal goes toward interior of case.
with Tool Handle C-4171 and Installer 5064 (Fig. 44). (b) Start seal in bore with light taps from ham-
mer (Fig. 46). Once seal is started, continue tap-
ping seal into bore until installer tool bottoms
against case.
Fig. 44 Front Output Shaft Bearing Installation

Fig. 46 Front Output Seal Installation - Typical
1 - INSTALLER 8143-A
2 - TRANSFER CASE
(7) Remove the output shaft rear bearing with the
screw and jaws from Remover L-4454 and Cup 8148
(Fig. 47).
(8) Install new bearing with Tool Handle C-4171
and Installer 5066 (Fig. 48). The bearing bore is
chamfered at the top. Install the bearing so it is
flush with the lower edge of this chamfer (Fig. 49).
Fig. 48 Output Shaft Rear Bearing Installation

1 - HANDLE C-4171
2 - OUTPUT SHAFT INNER BEARING
3 - INSTALLER 5066
Fig. 47 Output Shaft Rear Bearing Removal

1 - REAR CASE
2 - SPECIAL TOOL L-4454-1 AND L-4454-3
Fig. 49 Output Shaft Rear Bearing Installation Depth

1 - BEARING (SEATED) AT LOWER EDGE OF CHAMFER
2 - CHAMFER
(9) Using Remover C-4210 and Handle C-4171, gear and driving the bearing out with the drift and a
drive input shaft bearing from inside the annulus hammer (Fig. 52).
gear opening in the case (Fig. 50). (14) Install new pilot bearing with Installer 5065
Fig. 50 Input Shaft Bearing Removal

(10) Install locating ring on new bearing.

(11) Position case so forward end is facing upward.
(12) Using Remover C-4210 and Handle C-4171,
Fig. 52 Remove Input Gear Pilot Bearing
drive input shaft bearing into case. The bearing
locating ring must be fully seated against case sur- 1 - DRIFT
2 - INPUT GEAR
face (Fig. 51).
Fig. 51 Seating Input Shaft Bearing

1 - SNAP-RING
2 - INPUT SHAFT BEARING Fig. 53 Install Input Gear Pilot Bearing
(13) Remove input gear pilot bearing by inserting 2 - SPECIAL TOOL 5065
a suitably sized drift into the splined end of the input 3 - INPUT GEAR
(15) Remove front bearing retainer seal with suit- (20) Install rear bearing in retainer with Handle
able pry tool. C-4171 and Installer 5064 (Fig. 56).
(16) Install new front bearing retainer seal with
Installer 7884 (Fig. 54).
Fig. 56 Installing Rear Bearing In Retainer

3 - REAR RETAINER
INPUT AND LOW RANGE GEAR

(1) Install first thrust washer in low range gear
(Fig. 57). Be sure washer tabs are properly aligned in
Fig. 54 Install Front Bearing Retainer Seal gear notches.
1 - FRONT BEARING RETAINER (2) Install input gear in low range gear. Be sure
2 - SPECIAL TOOL 7884 input gear is fully seated.
(17) Remove seal from oil pump housing with a
suitable pry tool
(18) Install new seal in oil pump housing with
Installer 7888 (Fig. 55).
Fig. 55 Oil Pump Seal Installation

1 - HOUSING SEAL
2 - SPECIAL TOOL 7888 Fig. 57 Input/Low Range Gear Components
3 - OIL PUMP FEED HOUSING 1 - SNAP-RING
2 - RETAINER PLATE
(19) Remove rear retainer bearing with Installer 3 - INPUT GEAR
8128 and Handle C-4171. 4 - LOW RANGE GEAR
5 - THRUST WASHERS
(3) Install remaining thrust washer in low range (3) Clean gasket sealer residue from retainer and
gear and on top of input gear. Be sure washer tabs inspect retainer for cracks or other damage.
are properly aligned in gear notches. (4) Apply a 3 mm (1/8 in.) bead of Mopart gasket
(4) Install retainer on input gear and install snap- maker or silicone adhesive to sealing surface of
ring. retainer.
(5) Align cavity in seal retainer with fluid return
INPUT GEAR AND LOW RANGE GEAR hole in front of case.
(1) Align and install low range/input gear assem-
bly in front case (Fig. 58). Be sure low range gear CAUTION: Do not block fluid return cavity on seal-
pinions are engaged in annulus gear and that input ing surface of retainer when applying MoparT gas-
gear shaft is fully seated in front bearing. ket maker or silicone adhesive sealer. Seal failure
(2) Install snap-ring to hold input/low range gear and fluid leak can result.
into front bearing (Fig. 59).
(6) Install bolts to hold retainer to transfer case
(Fig. 60). Tighten to 21 Nm (16 ft. lbs.) of torque.
Fig. 58 Input/Low Range Gear Installation

1 - ANNULUS GEAR
2 - INPUT/LOW RANGE GEAR Fig. 60 Install Front Bearing Retainer
1 - FRONT BEARING RETAINER
MAINSHAFT
(1) Lubricate mainshaft splines with recommended
transmission fluid.
(2) Slide drive sprocket onto mainshaft.
(3) Slide mode hub onto mainshaft.
(4) Install mode hub retaining ring. Verify that the
retaining ring is fully seated in mainshaft groove.
Fig. 59 Install Snap-Ring

1 - INPUT GEAR
2 - SNAP-RING
SHIFT FORKS AND MAINSHAFT (3) Install range lever, washer, and nut on sector
(1) Install new sector shaft O-ring and bushing shaft (Fig. 63). Tighten range lever nut to 27-34 Nm
(Fig. 61). (20-25 ft. lbs.) torque.
Fig. 63 Range Lever Installation

1 - RANGE LEVER
2 - LEVER NUT
(4) Assemble and install range fork and hub (Fig.

64). Be sure hub is properly seated in low range gear
and engaged to the input gear.
(5) Align and insert range fork pin in shift sector
slot.
Fig. 61 Sector O-Ring And Bushing Installation

1 - SECTOR BUSHING
2 - O-RING
(2) Install shift sector in case (Fig. 62). Lubricate

sector shaft with transmission fluid before installa-
tion.
Fig. 64 Install Range Fork And Sleeve Assembly

1 - RANGE HUB
2 - RANGE FORK
Fig. 62 Shift Sector Installation

1 - SHIFT SECTOR
(6) Install assembled mainshaft (Fig. 65). Be sure (9) Install assembled mode fork and sleeve (Fig.
shaft is seated in pilot bearing and input gear. 67). Be sure fork rail goes through range fork and
into case bore. Also be sure sleeve is aligned and
seated on mainshaft hub.
Fig. 65 Mainshaft Assembly Installation

1 - DRIVE SPROCKET
2 - MODE HUB
3 - MAINSHAFT
(7) Install new pads on mode fork if necessary.

(8) Insert mode sleeve in mode fork mode fork. Be
sure long side of sleeve is toward long end of shift
rail (Fig. 66). Fig. 67 Mode Fork And Sleeve Installation
1 - MODE SLEEVE
2 - MODE FORK AND RAIL
(10) Rotate sector to NEUTRAL position.

(11) Install new O-ring on detent plug (Fig. 68).
(12) Lubricate detent plunger with transmission
fluid or light coat of petroleum jelly.
(13) Install detent plunger, spring and plug (Fig.
68).
(14) Verify that plunger is properly engaged in sec-
tor.
Fig. 66 Assembling Mode Fork And Sleeve

1 - MODE SLEEVE
2 - MODE FORK AND RAIL
Fig. 68 Shift Detent Components

1 - POPPET
2 - SPRING
3 - SCREW
4 - POPPET BORE (IN CASE)
FRONT OUTPUT SHAFT AND DRIVE CHAIN OIL PUMP AND REAR CASE
(1) Lubricate front output shaft-sprocket assembly, (1) Install magnet in front case pocket (Fig. 71).
drive chain, and drive sprocket with transmission (2) Assemble oil pickup screen, connecting hose,
fluid. and tube.
(2) Assemble drive chain and front output shaft (3) Install new pickup tube O-ring in oil pump
(Fig. 69). (Fig. 72).
(3) Start chain on mainshaft drive sprocket.
(4) Guide front shaft into bearing and drive
sprocket onto mainshaft drive gear (Fig. 69).
(5) Install mode spring on upper end of mode fork
shift rail (Fig. 70).
Fig. 71 Installing Case Magnet

1 - MAGNET
Fig. 69 Installing Drive Chain And Front Output Shaft

2 - DRIVE CHAIN
3 - MAINSHAFT
4 - DRIVE SPROCKET
Fig. 72 Pickup Tube O-Ring Position

1 - OIL PUMP
2 - O-RING
Fig. 70 Install Mode Fork Spring

1 - MODE SPRING
(4) Insert oil pickup tube in oil pump inlet. (2) Install range lever, washer and locknut on sec-
(5) Position assembled oil pump and pickup tube tor shaft (Fig. 75). Tighten locknut to 27-34 Nm
in rear case. Be sure pickup screen is securely seated (20-25 ft. lbs.) torque.
in case slot. Also be sure oil pump locating tabs are
outside rear case (Fig. 73).
Fig. 75 Range Lever Installation

Fig. 73 Oil Pump And Pickup Tube Installation 1 - RANGE LEVER
2 - WASHER
1 - OIL PUMP 3 - LOCKNUT
2 - PICKUP TUBE
3 - PICKUP SCREEN AND CONNECTOR
(3) Install new seal washer on front output shaft
(6) Apply 3 mm (1/8 in.) wide bead of Mopart gas- (Fig. 77).
ket maker or silicone adhesive sealer to mounting (4) Lubricate yoke hub with transmission fluid and
flange of front case. Work sealer bead around bolt install yoke on front shaft.
holes. (5) Install new seal washer on front shaft.
(7) Lift rear case and oil pump and carefully posi- (6) Install yoke and new yoke nut on front output
tion assembly on front case. Be sure case dowels are shaft (Fig. 76).
aligned and that mode fork rail extends through rear (7) Tighten yoke nut to 122-176 Nm (90-130 ft.
case before seating rear case on front case. lbs.) torque. Use Tool C-3281, or similar tool to hold
(8) Install case attaching bolts. Alignment bolts at yoke while tightening yoke nut.
each end of case are only ones requiring washers
(Fig. 74).
(9) Tighten case bolts to 27-34 Nm (20-25 ft. lbs.)
torque.
Fig. 74 Alignment Bolt Location

1 - ALIGNMENT BOLT AND WASHER (AT EACH END OF CASE)
Fig. 76 Output Shaft Yoke Installation
1 - OUTPUT SHAFT YOKE
YOKE AND RANGE LEVER 2 - YOKE NUT
(1) Install indicator switch in front case. Tighten
switch to 20-34 Nm (15-25 ft. lbs.) torque.
Fig. 77 Seal Washer Installation

1 - YOKE SEAL WASHER
REAR RETAINER
(1) Apply bead of Mopart Sealer P/N 82300234, or
Loctite Ultra Gray, to mating surface of rear Fig. 79 Rear Seal Installation
retainer. Sealer bead should be a maximum of 3/16 1 - SPECIAL TOOL C-4076-B
inch. 2 - SPECIAL TOOL MD-998323
(2) Install rear retainer on rear case. Tighten 3 - TRANSFER CASE
retainer bolts to 20-27 Nm (15-20 ft. lbs.) torque.
(7) Install a new output shaft rear slinger with
(3) Install rear bearing I.D. retaining ring and
Installer 8408, if the vehicle is not equipped with an
spacer on output shaft.
output shaft damper.
(4) Apply liberal quantity of petroleum jelly to new
rear seal and to output shaft. Petroleum jelly is
damper, install the output shaft damper as follows:
needed to protect seal lips during installation.
(a) Position the damper weight on the output
(5) Slide seal onto Seal Protector 6992 (Fig. 78).
shaft. Start the damper onto the output shaft
Slide seal protector and seal onto output shaft.
chamfer, being careful to keep the weight square to
(6) Slide Installer C-4076-B onto seal protector
the output shaft. (Fig. 80)
with the recessed side of the tool toward the seal.
Drive seal into rear bearing retainer with Installer
C-4076-B and Handle MD-998323 (Fig. 79).
Fig. 78 Output Shaft Seal and Protector

1 - OUTPUT SHAFT SEAL Fig. 80 Position Damper on Output Shaft
1 - Transfer Case
3 - TRANSFER CASE
2 - Output Shaft
3 - Damper Weight
NOTE: Vehicles built with a 4.0L engine and a man- 4 - Chamfer
ual transmission use a damper weight on the trans-
fer case output shaft. Be sure to identify the
transfer case before proceeding.
(b) Position the driver portion of Installer 8422 (9) Install boot on output shaft slinger, or output
(Fig. 81) onto the damper, making sure the legs of shaft damper, and crimp retaining clamp with tool
the damper are positioned through the slots of the C-4975-A (Fig. 83).
damper.
(c) Thread the puller screw of Installer 8422 into
the output shaft by hand only. Make sure the
screw is fully threaded into the output shaft.
(d) Using a wrench to hold the pulling screw sta-
tionary (Fig. 82), turn the pulling screw nut until
the driver legs contact the rear face of the transfer
case rear retainer. When the legs contact the
retainer, the damper is properly positioned on the
output shaft.
Fig. 83 Slinger Boot Installation - Typical

1 - SPECIAL TOOL C-4975A
2 - SLINGER
3 - BOOT
4 - CLAMP
INSTALLATION
(1) Mount transfer case on a transmission jack.
(2) Secure transfer case to jack with chains.
(3) Position transfer case under vehicle.
(4) Align transfer case and transmission shafts
Fig. 81 Driver Installer 8422 and install transfer case on transmission.
1 - Pulling Screw (5) Install and tighten transfer case attaching nuts
2 - Pulling Screw Nut
3 - Bearing to 35 Nm (26 ft. lbs.) torque (Fig. 2).
4 - Driver Legs (6) Connect vehicle speed sensor wires, and vent
5 -Installer Driver hose.
(7) Connect indicator switch harness to transfer
case switch, if necessary. Secure wire harness to clips
on transfer case.
(8) Align and connect propeller shafts. Refer to
Differential and Driveline for proper procedures and
specifications.
(9) Fill transfer case with correct fluid. Check
transmission fluid level. Correct as necessary.
(10) Install rear crossmember, or skid plate.
Tighten crossmember bolts to 41 Nm (30 ft. lbs.)
torque.
(11) Remove transmission jack and support stand.
(12) Connect shift rod to transfer case range lever.
(13) Adjust transfer case shift linkage.
(14) Lower vehicle and verify transfer case shift
operation.
Fig. 82 Install Damper
1 - Damper
2 - Installer Driver
4 - Pulling Screw
SPECI FI CAT I ON S
TRANSFER CASE - NV231
TORQUE

Plug, Detent 16-24 12-18 -
Plug, Drain/Fill 20-34 15-25 -
Bolt, Front Brg. Retainer 21 16 -
Bolt, Case Half 27-34 20-25 -
Nut, Front Yoke 122-176 90-130 -
Nut, Range Lever 27-34 20-25 -
Bolt, Rear Retainer 35-46 26-34 -
Nuts, Mounting 35-47 26-35 -
Switch, Indicator 20-34 15-25 -
SPECI AL T OOLS
NV231
Protector, Seal - 8824
Installer - C-4076-B
Installer, Boot Clamp - C-4975-A
Puller, Slinger - MD-998056-A
Installer, Seal - 8143-A
Installer - MD-998323
Installer, Bearing - 8128
Handle, Universal - C-4171
Remover - L-4454
Installer, Seal - C-4210
Cup - 8148
Installer, Seal - 7884

Installer, Bushing - 5066 Installer, Pump Housing Seal - 7888

FRON T OU T PU T SH AFT SEAL

REMOVAL
(1) Raise vehicle.
(2) Remove front propeller shaft. (Refer to 3 - DIF-
FERENTIAL & DRIVELINE/PROPELLER SHAFT/
PROPELLER SHAFT - REMOVAL)
(3) Remove front output shaft yoke.
(4) Remove seal from front case with pry tool (Fig.
85).
Installer, Transfer Case Damper Driver - 8422
Installer, Output Shaft Slinger - 8408

FLU I D
Fig. 85 Remove Front Output Shaft Seal - Typical
STANDARD PROCEDURE - FLUID DRAIN AND 1 - OUTPUT SHAFT SEAL
2 - PRYBAR
FILL
The fill and drain plugs are both in the rear case
(Fig. 84). Correct fill level is to the bottom edge of
the fill plug hole. Be sure the vehicle is level to
ensure an accurate fluid level check.
Fig. 84 Fill/Drain Plug And I.D. Tag Locations

1 - I.D. TAG
2 - FILL PLUG
3 - DRAIN PLUG
FRON T OU T PU T SH AFT SEAL (Cont inue d)
INSTALLATION
Installer Tool 8143-A as follows:
(a) Place new seal on tool. Garter spring on seal
goes toward interior of case.
(b) Start seal in bore with light taps from ham-
mer (Fig. 86). Once seal is started, continue tap-
ping seal into bore until installer tool seats against
case.
Fig. 87 Dust Boot Clamp

1 - SLINGER
2 - BOOT
3 - AWL
4 - TRANSFER CASE
(9) If the vehicle is not equipped with an output

shaft damper, remove the output shaft rear slinger
using Puller MD-998056-A (Fig. 88).

1 - INSTALLER 8143-A
2 - TRANSFER CASE
REAR OU T PU T SH AFT SEAL

REMOVAL
(1) Shift the transmission and transfer case into
NEUTRAL.
(3) Mark a line across the pinion shaft and at each
end of the propeller shaft for installation reference.
(4) Remove the U-joint strap bolts at the pinion
shaft yoke.
(5) Pry open clamp holding the dust boot to propel-
ler shaft yoke (Fig. 87). Fig. 88 Rear Slinger Removal
(6) Slide the slip yoke off of the transmission/ 1 - TRANSFER CASE
transfer case output shaft and remove the propeller 2 - SPECIAL TOOL MD-998056-A
3 - SLINGER
shaft.
(7) Spread band clamp which holds output shaft (10) If the vehicle is equipped with an output shaft
boot to the output shaft slinger, or output shaft damper, use Screws 8421 and the puller yoke and
damper, with a suitable awl, or equivalent. forcing screw from a bolt-grip puller set, such as
those used to remove steering wheels and harmonic
balancers, to remove the transfer case output shaft
damper.
fer case output shaft. Be sure to identify the
(8) Remove output shaft boot from slinger, or out-

put shaft damper, and output shaft.
REAR OU T PU T SH AFT SEAL (Cont inue d)
(11) Use a suitable pry tool, or a slide hammer
mounted screw, to remove the seal from the rear
retainer (Fig. 89).
Fig. 91 Rear Seal Installation

1 - SPECIAL TOOL C-4076-B
2 - SPECIAL TOOL MD-998323
3 - TRANSFER CASE
Fig. 89 Rear Output Shaft Seal
1 - REAR RETAINER fer case output shaft. Be sure to identify the
(4) Install a new output shaft rear slinger with
INSTALLATION
Installer 8408, if the vehicle is not equipped with an
(1) Apply liberal quantity of petroleum jelly to new
output shaft damper.
rear seal and to output shaft. Petroleum jelly is
needed to protect seal lips during installation.
damper, install the output shaft damper as follows:
(2) Slide seal onto Seal Protector 6992 (Fig. 90).
(a) Position the damper weight on the output
Slide seal protector and seal onto output shaft.
shaft. Start the damper onto the output shaft
(3) Slide Installer C-4076-B onto seal protector
chamfer, being careful to keep the weight square to
with the recessed side of the tool toward the seal.
the output shaft. (Fig. 92)
Drive seal into rear bearing retainer with Installer
C-4076-B and Handle MD-998323 (Fig. 91).
Fig. 90 Output Shaft Seal and Protector Fig. 92 Position Damper on Output Shaft
1 - Transfer Case
2 - Output Shaft
3 - Damper Weight
3 - TRANSFER CASE
4 - Chamfer

REAR OU T PU T SH AFT SEAL (Cont inue d)
(b) Position the driver portion of Installer 8422
(Fig. 93) onto the damper, making sure the legs of
the damper are positioned through the slots of the
damper.
(c) Thread the puller screw of Installer 8422 into
the output shaft by hand only. Make sure the
screw is fully threaded into the output shaft.
(d) Using a wrench to hold the pulling screw sta-
tionary (Fig. 94), turn the pulling screw nut until
the driver legs contact the rear face of the transfer
case rear retainer. When the legs contact the
retainer, the damper is properly positioned on the
output shaft.
Fig. 94 Install Damper

1 - Damper
2 - Installer Driver
4 - Pulling Screw
Fig. 93 Driver Installer 8422

1 - Pulling Screw
3 - Bearing
4 - Driver Legs
5 -Installer Driver
(6) Install boot on output shaft slinger, or output

shaft damper, and crimp retaining clamp with tool
C-4975-A (Fig. 95).
(7) Slide the slip yoke on the transmission/transfer Fig. 95 Slinger Boot Installation - Typical
case output shaft. Align installation reference marks 1 - SPECIAL TOOL C-4975A
at the axle yoke and install the propeller shaft. 2 - SLINGER
3 - BOOT
(8) Tighten the U-joint strap/clamp bolts at the 4 - CLAMP
axle yoke to 19 Nm (14 ft. lbs.).
(9) Crimp clamp with Clamp Tool C-4975A to hold
dust boot to propeller shaft yoke.
(10) Remove support and lower the vehicle.
SH I FT LEV ER INSTALLATION
(1) If shift rod was not removed from lever assem-
REMOVAL bly, work rod down through floorpan opening. Then
(1) Shift transfer case into 4L. position lever assembly on floorpan and install
(2) Raise vehicle. assembly attaching screws.
(3) Loosen adjusting trunnion locknut and slide (2) Install console. (Refer to 23 - BODY/INTERI-
shift rod out of trunnion (Fig. 96). If rod lacks OR/FLOOR CONSOLE - INSTALLATION)
enough travel to come out of trunnion, push trunnion (3) Raise vehicle.
out of torque shaft. (4) Connect trunnion to torque shaft arm. Or, slide
(4) Lower vehicle. shift rod into trunnion on range lever. Be sure shift
(5) Remove console. (Refer to 23 - BODY/INTERI- rod slides freely in trunnion.
OR/FLOOR CONSOLE - REMOVAL) (5) Verify that range lever is in 4L position. Then
(6) Remove screws attaching lever assembly to tighten trunnion lock bolt.
floorpan and remove assembly and shift rod (if left (6) Lower vehicle and check transfer case shift
attached). operation.
Fig. 96 Shift Linkage

1 - Rivnut (4) 8 - Torque Shaft
2 - Shift Lever Assembly 9 - Transfer Case Shift Lever
3 - Floorpan 10 - Torque Shaft Transfer Case Bracket
4 - Trunnion Lock Bolt A - 3-4 Nm (27-35 in. lbs.)
5 - Selector Rod and Trunnion B - 11-14 Nm (97-123 in. lbs.)
6 - Shift Lever Rod C - 8-14 Nm (72-120 in. lbs.)
7 - Torque Shaft Frame Bracket
SH I FT LEV ER (Cont inue d)
ADJUSTMENTS - SHIFT LINKAGE SPEEDOM ET ER DRI V E

(1) Shift transfer case into 4L position.
(2) Raise vehicle.
ADAPT ER
(3) Loosen lock bolt on adjusting trunnion (Fig.
97). REMOVAL
(4) Be sure linkage rod slides freely in trunnion. (1) Raise vehicle.
Clean rod and apply spray lube if necessary. (2) Disconnect wires from vehicle speed sensor.
(5) Verify that transfer case range lever is fully (3) Remove adapter clamp and screw (Fig. 98).
engaged in 4L position. (4) Remove speed sensor and speedometer adapter
(6) Tighten adjusting trunnion lock bolt. as an assembly.
(7) Lower vehicle. (5) Remove speed sensor retaining screw and
remove sensor from adapter.
(6) Remove speedometer pinion from adapter.
Replace pinion if chipped, cracked, or worn.
(7) Inspect sensor and adapter O-rings (Fig. 98).
Remove and discard O-rings if worn or damaged.
(8) Inspect terminal pins in speed sensor. Clean
pins with Mopart electrical spray cleaner if dirty or
oxidized. Replace sensor if faulty, or if pins are loose,
severely corroded, or damaged.
INSTALLATION
(1) Thoroughly clean adapter flange and adapter
mounting surface in housing. Surfaces must be clean
for proper adapter alignment and speedometer oper-
ation.
(2) Install new O-rings on speed sensor and speed-
ometer adapter (Fig. 98), if necessary.
(3) Lubricate sensor and adapter O-rings with
transmission fluid.
(4) Install vehicle speed sensor in speedometer
adapter. Tighten sensor attaching screw to 2-3 Nm
(15-27 in. lbs.) torque.
(5) Install speedometer pinion in adapter.
(6) Count number of teeth on speedometer pinion.
Do this before installing assembly in housing. Then
lubricate pinion teeth with transmission fluid.
(7) Note index numbers on adapter body (Fig. 99).
Fig. 97 Shift Linkage These numbers will correspond to number of teeth on
1 - TRANSFER CASE SHIFT LEVER SHAFT pinion.
2 - SEAL
3 - TRANSFER CASE SHIFT LEVER ASSEMBLY
(8) Install speedometer assembly in housing.
4 - FLOORPAN (9) Rotate adapter until required range numbers
5 - TRUNNION LOCK BOLT are at 6 o-clock position. Be sure range index num-
6 - SHIFT ROD
7 - ADJUSTING TRUNNION
bers correspond to number of teeth on pinion gear.
8 - TORQUE SHAFT BRACKET
9 - RANGE LEVER
10 - TORQUE SHAFT ROD
11 - TORQUE SHAFT
12 - LINKAGE BRACKET
SPEEDOM ET ER DRI V E ADAPT ER (Cont inue d)
Fig. 98 Speedometer
1 - Sensor O-ring 5 - Adapter Clamp
2 - Speedometer Adapter 6 - Vehicle Speed Sensor
3 - Adapter O-ring A - 2-3 Nm (15-27 in. lbs.)
4 - Speedometer Pinion B - 10-12 Nm (90-110 in. lbs.)
(10) Install speedometer adapter clamp and retain- V EH I CLE SPEED SEN SOR
ing screw. Tighten clamp screw to 10-12 Nm (90-110
in. lbs.) torque.
DESCRIPTION
(11) Connect wires to vehicle speed sensor.
The 3-wire Vehicle Speed Sensor (VSS) is located
(12) Lower vehicle and top off transmission fluid
on the speedometer pinion gear adapter. If equipped
level if necessary.
with 4WD, this adapter is located on the extension
housing of the transfer case (drivers side). If
equipped with 2WD, this adapter is located on the
left side of the transmission extension housing.
OPERATION
The VSS is a 3-circuit (3wire), magnetic, hall-ef-
fect sensor.
The 3 circuits are:
A 5-volt power supply from the Powertrain Con-
trol Module (PCM).
A ground is provided for the sensor though a
cle speed and distance traveled.
The speed sensor generates 8 pulses per sensor
Fig. 99 Location Of Index Numbers On Speedometer revolution. These signals, in conjunction with a
Adapter closed throttle signal from the throttle position sen-
1 - SPEEDOMETER ADAPTER sor, indicate a closed throttle deceleration to the
2 - INDEX NUMBER LOCATION PCM. When the vehicle is stopped at idle, a closed
V EH I CLE SPEED SEN SOR (Cont inue d)
Under deceleration conditions, the PCM adjusts
the Idle Air Control (IAC) motor to maintain a
desired MAP value. Under idle conditions, the PCM
adjusts the IAC motor to maintain a desired engine
speed.
REMOVAL
The Vehicle Speed Sensor (VSS) is located on the
speedometer pinion gear adapter. If equipped with
4WD, this adapter is located on the transfer case
extension (left side) (Fig. 100). If equipped with 2WD,
this adapter is located on the extension housing of
the transmission (left side).
Fig. 101 VSS Removal/Installation

2 - SENSOR MOUNTING BOLT
3 - O-RING
4 - SPEEDOMETER PINION GEAR
5 - SPEEDOMETER PINION GEAR ADAPTER
6 - O-RING
7 - VEHICLE SPEED SENSOR
(3) Remove sensor mounting bolt (Fig. 101).

(4) Remove sensor (pull straight out) from speed-
ometer pinion gear adapter (Fig. 101). Do not remove
gear adapter from transmission.
INSTALLATION
Fig. 100 VSS Location (1) Clean inside of speedometer pinion gear
1 - SENSOR ELECTRICAL CONNECTOR adapter before installing speed sensor.
2 - SLIDE TAB (2) Install sensor into speedometer gear adapter
3 - 4WD TRANSFER CASE EXTENSION
4 - VEHICLE SPEED SENSOR and install mounting bolt. Before tightening bolt, ver-
5 - RELEASE LOCK ify speed sensor is fully seated (mounted flush) to
speedometer pinion gear adapter.
(1) Raise and support vehicle. (3) Tighten sensor mounting bolt to 2.2 Nm (20 in.
(2) Disconnect electrical connector from sensor by lbs.) torque.
pushing slide tab (Fig. 100). After slide tab has been (4) Connect electrical connector to sensor.
positioned, push in on secondary release lock (Fig.
100) on side of connector and pull connector from
sensor.
TABLE OF CONTENTS
page page
TRANSFER CASE - NV241 FRONT OUTPUT SHAFT SEAL

DIAGNOSIS AND TESTING - TRANSFER POSITION SENSOR
CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 263
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 263
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 234 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . 245 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 263
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 245 SHIFT LEVER
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . 246 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
SPECIFICATIONS ADJUSTMENTS - SHIFT LINKAGE . . . . . . . . . 264
TRANSFER CASE - NV241 . . . . . . . . . . . . . 258 VEHICLE SPEED SENSOR
SPECIAL TOOLS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 265
TRANSFER CASE - NV241 . . . . . . . . . . . . . 259 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 265
REAR EXTENSION SEAL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 265
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . 261
FLUID
STANDARD PROCEDURE - FLUID DRAIN AND
FILL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261

DESCRIPTION
The NV241 transfer case (Fig. 1) is a part-time
transfer case with a low-range gear system. It pro-
vides three operating ranges plus a NEUTRAL posi-
tion. The low range position provides a gear
reduction ratio of 4.0:1 for increased low speed torque
capability.
The gear cases, retainer and extension are all of
aluminum. Drive sprockets and an interconnecting
drive chain are used to transmit engine torque to the
front/rear propeller shafts. The mainshaft, input gear
and front output shaft are supported by ball and nee-
dle bearings.
Fig. 1 NV241 - Front View
IDENTIFICATION The 4H and 4LO ranges are for off road use only.
An identification tag (Fig. 2) is attached to the rear They are not for use on hard surface roads. The only
case of every transfer case. The tag provides the exception being when the road surface is covered by
transfer case model number, assembly number, serial ice and snow.
number, and low range ratio. The low range reduction gear system is operative
The transfer case serial number also represents in 4LO range only. This range is for extra pulling
the date of build. power in off road situations. Low range reduction
ratio is 4.0:1.
SHIFT MECHANISM
The transfer case is operated by an adjustable floor
mounted shift linkage. The transfer case shift lever
is directly attached to the shift sector. The sector
operates the range and mode forks within the trans-
fer case.
A straight line shift pattern is used with a NEU-
TRAL detent. Lever range positions are imprinted in
the shift knob.
SHIFTING
The vehicle must have the transmission placed in
NEUTRAL, or the clutch depressed in the case of a
manual transmission, and be moving less than 2-3
MPH when shifting into the 4L operating range.
Fig. 2 Transfer Case Identification Tag and Fill/Drain
Plugs
DIAGNOSIS AND TESTING - TRANSFER CASE
1 - IDENTIFICATION TAG
2 - FILL PLUG
Before beginning repair on a suspected transfer
3 - DRAIN PLUG case malfunction, check all other driveline compo-
nents beforehand.
OPERATION The actual cause of a problem may be related to
such items as: front hubs, axles, propeller shafts,
OPERATING RANGES wheels and tires, transmission, or clutch instead. If
Transfer case operating ranges are: all other driveline components are in good condition
2H (2-wheel drive) and operating properly, refer to the Diagnosis Chart
4H (4-wheel drive) for further information.
4LO (4-wheel drive low range
The 2H range is for use on any road surface at any
time.
DIAGNOSIS CHART
Transfer Case difficult to shift or will 1) Vehicle speed too great to permit 1) Stop vehicle and shift into desired
not shift into desired range. shifting. range. Or, reduce speed to below 3-4
km/h (2-3 mph) before attempting the
shift.
2) If vehicle was operated for an 2) Stop vehicle and shift the

extended period in 4H on a dry paved transmission into neutral. Shift the
surface, the driveline torque load may transfer case to 2H and operate
be causing a bind. vehicle in 2H on dry paved surfaces.
3) Transfer case external shift linkage 3) Lubricate, repair, or replace linkage
binding. bushings, or tighten loose
components as necessary.
4) Insufficient or incorrect lubricant. 4) Drain and refill to edge of fill hole
with MoparT ATF +4, type 9602,
Automatic Transmission fluid.
5) Internal components binding, worn, 5) Disassemble the transfer case and
or damaged. replace worn or damaged
components as necessary.
Transfer Case noisy in all operating 1) Insufficient or incorrect lubricant. 1) Drain and refill to edge of fill hole
ranges. with MoparT ATF +4, type 9602,
Automatic Transmission fluid.
Noisy in, or jumps out of, four wheel 1) Transfer case not completely 1) With the transmission in
drive low range. engaged in 4L position. NEUTRAL, or the clutch depressed in
the case of a manual transmission
and the vehicle moving under 3-4
km/h (2-3 mph), shift the transfer case
to NEUTRAL and then shift into the
4L position.
2) Shift linkage out of adjustment. 2) Adjust linkage.

3) Shift linkage loose or binding. 3) Tighten, lubricate, or repair linkage
as necessary.
4) Range fork damaged, inserts worn, 4) Disassemble unit and repair as
or fork is binding on the shift rail. necessary.
5) Low range gear worn or damaged. 5) Disassemble unit and repair as
necessary.
Lubricant leaking from output shaft 1) Transfer case overfilled. 1) Drain lubricant to the correct level.
seal or vent.
2) Vent closed or restricted. 2) Clear or replace vent as necessary.
3) Output shaft seals damaged or 3) Replace seal as necessary. Check
installed incorrectly. to ensure that another component, the
propeller shaft slip yoke for example,
is not causing damage to seal.
Abnormal tire wear. 1) Extended operation on hard, dry 1) Operate vehicle in the 2H position
surfaces in the 4H position. on hard, dry surfaces.
REMOVAL
(2) Remove skid plate, if equipped. (Refer to 13 -
FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - REMOVAL)
(3) Position drain oil container under transfer
case.
(4) Remove transfer case drain plug and drain
lubricant into container.
(5) Disconnect vent hose and vacuum harness at
transfer case switch.
(6) Disconnect shift rod from grommet in transfer
case shift lever, or from floor shift arm whichever
provides easy access. Use channel lock style pliers to
press rod out of lever grommet.
(7) Support transmission with jack stand.
(8) Remove rear crossmember. Fig. 3 Rear Companion Flange Nut Removal
(9) Mark front and rear propeller shafts for assem- 1 - TRANSFER CASE
bly reference. 2 - HOLDER 6719
3 - COMPANION FLANGE
(10) Remove front and rear propeller shafts. (Refer 4 - BOLTS
to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - REMOVAL) (4) There is a seal slinger located on the rear of
(11) Support transfer case with suitable jack. the companion flange that can be replaced if neces-
Secure transfer case to jack with safety chains. sary. Use a suitable cold chisel to strike the slinger
(12) Remove nuts attaching transfer case to trans- hub parallel to the centerline in several spots to
mission. expand the slinger hub. A new slinger can be driven
(13) Move transfer case assembly rearward until onto the flange hub using a suitable pipe tool.
free of transmission output shaft. (5) Remove the speedometer sensor bolt (Fig. 4).
(14) Lower jack and move transfer case from
under vehicle.
DISASSEMBLY
Position transfer case in a shallow drain pan.
Remove drain plug and drain any remaining lubri-
cant remaining in case.
REAR EXTENSION, RETAINER, AND REAR CASE

(1) Install bolts into two threaded holes in the rear
propeller shaft companion flange 180 apart (Fig. 3).
(2) Place the Holder 6719 (Fig. 3) over the two
bolts and use the Holder to remove the rear compan-
ion flange nut.
(3) Remove the rear companion flange from the
output shaft.
NOTE: The companion flange is a taper fit onto the

Fig. 4 Speedometer Sensor Bolt Removal
output shaft. It may be necessary to use Puller 8992
to remove the companion flange. 1 - EXTENSION HOUSING
2 - BOLT
3 - SPEEDOMETER SENSOR
(6) Remove the speedometer sensor (Fig. 5) from (8) Remove rear extension housing (Fig. 7). Tap
the extension housing. extension once or twice with a plastic mallet to break
sealer bead and loosen it.
(9) Remove the speedometer sensor tone wheel
(Fig. 8) from the output shaft.
Fig. 5 Speedometer Sensor Removal

1 - EXTENSION HOUSING
(7) Remove rear extension bolts (Fig. 6). Fig. 7 Rear Extension Removal
1 - TRANSFER CASE
Fig. 6 Rear Extension Bolt Removal

2 - BOLTS
Fig. 8 Speedometer Sensor Tone Wheel Removal
1 - TRANSFER CASE
2 - OUPUT SHAFT
3 - SENSOR TONE WHEEL
(10) Remove the tone wheel dowel pin (Fig. 9) from
the output shaft.
Fig. 11 Front Yoke Removal

1 - TRANSFER CASE
2 - FRONT YOKE
Fig. 9 Output Shaft Dowel Pin
1 - TRANSFER CASE (4) There is a seal slinger located on the rear of
2 - OUPUT SHAFT
3 - DOWEL PIN the yoke that can be replaced if necessary. Use a
suitable cold chisel to strike the slinger hub parallel
YOKE AND SHIFT LEVER to the centerline in several spots to expand the
(1) Shift transfer case into a 4WD mode. slinger hub. A new slinger can be driven onto the
(2) Use Holder 6958 to secure the yoke and remove yoke hub using a suitable pipe tool.
the yoke nut (Fig. 10). Discard nut after removal. It (5) Remove yoke rubber seal from front output
is not reusable. shaft.
(3) Remove the yoke (Fig. 11) from the front out- (6) Remove bolt (Fig. 12) that retains the shift
put shaft. lever to sector shaft.
NOTE: The yoke is a taper fit onto the output shaft.

It may be necessary to use a puller such as C-452
to remove the yoke.
Fig. 12 Shift Lever Bolt Removal

1 - SHIFT LEVER
2 - BOLT
3 - SECTOR SUPPORT
Fig. 10 Front Yoke Nut Removal
1 - TRANSFER CASE
2 - HOLDER 6958
3 - FRONT YOKE
(7) Remove the shift lever (Fig. 13) from the shift
sector.
Fig. 15 Detent Plug, Spring, and Plunger Removal

1 - DETENT PLUG
2 - SPRING
Fig. 13 Shift Lever Removal 3 - PLUNGER
1 - SHIFT LEVER
2 - SECTOR SUPPORT (10) Remove the transfer case position sensor (Fig.
3 - SHIFT SECTOR
16).
(8) Remove the detent plug (Fig. 14).
(9) Remove the detent plug (Fig. 15), spring, and
plunger from the transfer case.
Fig. 16 Remove Transfer Case Position Sensor

1 - TRANSFER CASE POSITION SENSOR
2 - TRANSFER CASE
Fig. 14 Detent Plug Removal
1 - DETENT PLUG
2 - SPRING
(11) Remove the shift sector support (Fig. 17). CAUTION: Do not remove the bolts holding the oil
pump cover to the rear case half. The oil pump
cover is aligned to the rear output shaft bearing
inner race and will become mis-aligned if the bolts
are loosened. If the transfer case failure has gener-
ated any debris which may have become trapped in
the oil pump, the rear case and oil pump assembly
MUST be replaced.
Fig. 17 Shift Sector Support Removal

1 - SHIFT SECTOR SHAFT
2 - SECTOR SUPPORT
MAINSHAFT, FRONT OUTPUT SHAFT, AND DRIVE

CHAIN
(1) Note position of bolts that attach rear case to
front case. Some bolts are unique. Mark position of Fig. 19 Case Alignment Dowel
these bolts with paint or scriber. 1 - REAR CASE HALF
(2) Remove rear case-to-front case bolts (Fig. 18). 2 - FRONT CASE HALF
3 - ALIGNMENT DOWEL
Fig. 18 Case Half Bolt Removal

1 - REAR CASE HALF Fig. 20 Rear Case Half Removal
2 - FRONT CASE HALF 1 - REAR CASE HALF
3 - BOLTS 2 - FRONT CASE HALF
(3) Loosen rear case with pry tool to break sealer

bead.
(4) Unseat rear case from alignment dowels (Fig.
19).
(5) Remove rear case and oil pump assembly from
front case (Fig. 20).
(6) Remove shift rail cups and spring (Fig. 21). (8) Remove mainshaft, front sprocket, and chain as
an assembly (Fig. 23).
Fig. 21 Shift Rail Cup And Spring Removal

1 - SHIFT RAIL Fig. 23 Remove Mainshaft, Drive Chain, and Front
2 - SPRING Sprocket
3 - CUPS (2)
1 - MAINSHAFT
2 - DRIVE CHAIN
(7) Remove front drive sprocket retaining ring 3 - DRIVE SPROCKET
(Fig. 22).
SHIFT FORKS
(1) Remove front output shaft from bearing in case
(Fig. 24).
Fig. 22 Front Drive Sprocket Snap-Ring Removal

1 - DRIVE CHAIN
2 - FRONT DRIVE SPROCKET
3 - SNAP-RING
Fig. 24 Front Output Shaft Removal
1 - FRONT CASE HALF
(2) Remove the shift rail (Fig. 25) from the shift (4) Remove range fork and hub as an assembly
forks. (Fig. 27). Note fork position for installation reference.
(3) Remove mode fork, mode sleeve (Fig. 26). Note (5) Remove shift sector (Fig. 28).
which way sleeve fits in fork (long side of sleeve goes
to front).
Fig. 27 Range Fork and Hub Removal

1 - RANGE FORK
Fig. 25 Shift Fork Rail Removal 2 - RANGE HUB
1 - FRONT CASE HALF
2 - SHIFT RAIL
Fig. 28 Shift Sector Removal

1 - FRONT CASE HALF
Fig. 26 Mode Fork and Sleeve Removal 2 - SHIFT SECTOR
1 - MODE FORK
2 - MODE SLEEVE
MAINSHAFT (3) Remove the sliding clutch gear (Fig. 31) from
(1) Remove the snap-ring that secures the chain the mainshaft.
drive sprocket onto mainshaft (Fig. 29). Use standard (4) Rotate the mainshaft 180 and remove the
(instead of parallel jaw) snap-ring pliers to remove mode hub snap-ring (Fig. 32).
this snap-ring.
(2) Remove drive sprocket (Fig. 30).
Fig. 31 Sliding Clutch Gear Removal

1 - MAINSHAFT
Fig. 29 Mainshaft Drive Sprocket Snap-Ring 2 - SLIDING CLUTCH GEAR
Removal
1 - MAINSHAFT
2 - DRIVE SPROCKET
3 - SNAP-RING
Fig. 32 Mode Hub Snap-Ring Removal

1 - MAINSHAFT
2 - MODE HUB
3 - SNAP-RING
Fig. 30 Mainshaft Drive Sprocket Removal
1 - MAINSHAFT
2 - DRIVE SPROCKET
(5) Remove the mode hub (Fig. 33) from the main- INPUT AND PLANETARY GEAR
shaft. (1) Remove front input retainer attaching bolts
(6) Remove the drive sprocket drive hub (Fig. 34) (Fig. 35).
from the mainshaft. (2) Remove the input gear seal with a suitable
screw and slide hammer.
(3) Remove the input gear snap-ring (Fig. 36) from
the input retainer.
Fig. 33 Mode Hub Removal

1 - MAINSHAFT
2 - MODE HUB
Fig. 35 Front Input Retainer Bolt Removal
1 - INPUT RETAINER
2 - INPUT GEAR
3 - BOLT
4 - FRONT CASE HALF
Fig. 34 Drive Sprocket Drive Hub Removal

1 - MAINSHAFT
2 - DRIVE SPROCKET DRIVE HUB
Fig. 36 Input Gear Snap-Ring Removal

1 - INPUT RETAINER
2 - INPUT GEAR
3 - SNAP-RING
(4) Remove the input gear (Fig. 37) from the input (6) Remove the low range planetary plastic spacer
gear bearing with suitable hammer. (Fig. 39) from the planetary carrier or back side of
(5) Remove front input retainer (Fig. 38). the input retainer.
(7) Remove the low range planetary gear set (Fig.
40) from the front case half.
Fig. 37 Input Gear Removal

1 - INPUT RETAINER
2 - INPUT GEAR Fig. 39 Low Range Planetary Plastic Spacer
1 - LOW RANGE PLANETARY
2 - PLASTIC SPACER
Fig. 38 Front Input Retainer Removal

1 - INPUT RETAINER
2 - FRONT CASE HALF Fig. 40 Low Range Planetary Removal
1 - FRONT CASE HALF
3 - ANNULUS GEAR
(8) Remove the annulus gear (Fig. 41) from the
front case half.
(9) Support the input retainer on Cup 8148 as
shown (Fig. 42).
(10) While using suitable snap-ring pliers to
spread the input gear bearing snap-ring (Fig. 43),
press downward on the retainer to remove the bear-
ing.
Fig. 43 Input Gear Bearing Removal

1 - INPUT RETAINER
2 - CUP 8148
(11) Remove the front output shaft bearing with

Handle C-4171 and Installer 8239 (Fig. 44).
Fig. 41 Remove Annulus Gear

1 - FRONT CASE HALF
2 - ANNULUS GEAR
Fig. 44 Front Output Bearing Removal

1 - HANDLE C-4171
2 - INSTALLER 8239
Fig. 42 Support Input Gear Bearing For Removal

1 - INPUT RETAINER
2 - CUP 8148
(12) Remove the rear output shaft bearing with tary will need to be replaced if the washer is worn or
Handle C-4171 and Installer 8239 (Fig. 45). damaged.
SHIFT FORKS/HUBS/SLEEVES
Check condition of the shift forks and mode fork
shift rail. Minor nicks on the shift rail can be
smoothed with 320-400 grit emery cloth.
Inspect the shift fork wear pads. The mode and
range fork pads are serviceable and can be replaced
if necessary.
Check both of the sleeves for wear or damage,
especially on the interior teeth. Replace the sleeves if
wear or damage is evident.
DRIVE CHAIN
Examine the drive chain and shaft bearings.
replace the chain if stretched, distorted, or if any of
the links bind. Replace the bearings if rough, or
Fig. 45 Rear Output Bearing Removal noisy.
1 - REAR CASE HALF
2 - HANDLE C-4171
LOW RANGE ANNULUS GEAR
3 - INSTALLER 8239 Inspect annulus gear condition carefully. The gear
can be serviced separately.
CLEANING
Clean the transfer case parts with a standard FRONT-REAR CASES
parts cleaning solvent. Remove all traces of sealer Inspect the cases for wear and damage. Replace
from the cases and retainers with a scraper and the input retainer seal, do not reuse it.
3M all purpose cleaner. Use compressed air to Check case condition. If leaks were a problem, look
remove solvent residue from oil feed passages in the for gouges and severe scoring of case sealing sur-
case halves, retainers, gears, and shafts. faces. Also make sure the front case mounting studs
are in good condition.
INSPECTION Check the front case mounting studs and vent
tube. The tube can be secured with Loctite 271 or
MAINSHAFT/SPROCKET/HUB 680 if loose. The stud threads can be cleaned up with
Inspect the splines on the hub and shaft and the a die if necessary. Also check condition of the fill/
teeth on the sprocket. Minor nicks and scratches can drain plug threads in the rear case. The threads can
be smoothed with an oilstone, however, replace any be repaired with a thread chaser or tap if necessary.
part that is damaged. Or the threads can be repaired with Helicoil stain-
Check the contact surfaces in the sprocket bore less steel inserts if required.
and on the mainshaft. Minor nicks and scratches can
be smoothed with 320-400 grit emery cloth but do not OIL PUMP/OIL PICKUP
try to salvage the shaft if nicks or wear is severe. Examine the oil pump pickup parts. Replace the
pump if any evidence of debris or damage exists. Do
INPUT GEAR AND PLANETARY CARRIER not disassemble the pump from the rear case half as
Check the teeth on the gear. Minor nicks can be individual parts are not available and it will not be
dressed off with an oilstone but replace the gear if possible to reassemble the pump cover to the rear
any teeth are broken, cracked, or chipped. The bear- case half. The pump is only available as part of the
ing surface on the gear can be smoothed with rear case half assembly. The pickup screen, hose, and
300-400 grit emery cloth if necessary. tube are the only serviceable parts and are available
Examine the carrier body and pinion gears for separately.
wear or damage. The carrier will have to be replaced
as an assembly if the body, pinion pins, or pinion
gears are damaged. Inspect the plastic washer on the
inside, bottom of the planetary carrier. The washer is
trapped by the pinion gears and the complete plane-
ASSEMBLY
BEARINGS AND SEALS
(1) Position the input gear bearing in the input
retainer bearing bore. Spread the snap-ring captured
in the retainer with suitable snap-ring pliers and
press the bearing into place. Verify that the snap-
ring has engaged the groove in the bearing.
(2) Start front output shaft bearing in case (Fig.
46). Then seat bearing with Handle C-4171 and
Installer 6953.
Fig. 47 Rear Output Bearing Installation

1 - REAR CASE HALF
2 - HANDLE C-4171
3 - INSTALLER 6953
Fig. 46 Front Output Shaft Bearing Installation

1 - HANDLE C-4171
2 - INSTALLER 6953
3 - BEARING
(3) Install the front output shaft bearing retaining

ring.
(4) Install the rear output shaft bearing into the
rear case half with Installer 6953 and Handle C-4171
(Fig. 47).
(5) Remove the input gear pilot bearing using
Puller Jaws 8240 and Cup 8148.
(6) Remove the input gear cup plug (Fig. 48) with
a suitable drift and hammer inserted from the front
of the input gear.
Fig. 48 Remove Input Gear Cup Plug
1 - DRIFT
2 - INPUT GEAR
(7) Install a new input gear cup plug with
Installer 9045 and Handle C-4171.
(8) Install new input gear pilot bearing with
Installer 9047 and Handle C-4171.
(9) Remove the front output shaft rear bearing
with the screw and jaws from Remover L-4454 and
Cup 8148 (Fig. 49).
(10) Install new bearing with Tool Handle C-4171
and Installer 5066 (Fig. 50). The bearing bore is
chamfered at the top. Install the bearing so it is
flush with the lower edge of this chamfer (Fig. 51).
Fig. 50 Output Shaft Rear Bearing Installation

1 - HANDLE C-4171
2 - OUTPUT SHAFT INNER BEARING
3 - INSTALLER 5066
Fig. 49 Front Output Shaft Rear Bearing Removal

1 - REAR CASE
2 - SPECIAL TOOL L-4454-1 AND L-4454-3
Fig. 51 Output Shaft Rear Bearing Installation Depth

1 - BEARING (SEATED) AT LOWER EDGE OF CHAMFER
2 - CHAMFER
INPUT AND PLANETARY GEAR (3) Install the low range planetary plastic spacer
(1) Install the annulus gear (Fig. 52) into the front (Fig. 54) onto the low range planetary carrier.
case half. (4) Clean gasket sealer residue from retainer and
(2) Align and install low range planetary assembly inspect retainer for cracks or other damage.
into the front case half (Fig. 53). Be sure low range (5) Apply a 3 mm (1/8 in.) bead of Mopart Gasket
planetary pinions are engaged in annulus gear. Maker, or equivalent silicone adhesive, to sealing
surface of retainer.
Fig. 52 Install Annulus Gear

1 - FRONT CASE HALF Fig. 54 Low Range Planetary Plastic Spacer
2 - ANNULUS GEAR 1 - LOW RANGE PLANETARY
2 - PLASTIC SPACER
(6) Install the front input retainer (Fig. 55) onto

the front case half.
Fig. 53 Low Range Planetary Installation

1 - FRONT CASE HALF
3 - ANNULUS GEAR
Fig. 55 Front Input Retainer Installation

1 - INPUT RETAINER
2 - FRONT CASE HALF
(7) Install bolts to hold retainer to transfer case
(Fig. 56). Tighten to 21 Nm (16 ft. lbs.) of torque.
Fig. 58 Input Gear Seal Installation

1 - HANDLE C-4171
2 - INSTALLER 8841
Fig. 56 Front Input Retainer Bolt Installation 3 - INPUT RETAINER
1 - INPUT RETAINER
2 - INPUT GEAR SHIFT FORKS AND MAINSHAFT
3 - BOLT
4 - FRONT CASE HALF (1) Lubricate mainshaft splines with recommended
transmission fluid.
(8) Install the input gear to the low range plane- (2) Install the drive sprocket drive hub onto the
tary assembly and the input gear bearing. mainshaft (Fig. 59). Verify that the long shoulder is
(9) Install the input gear retaining snap-ring (Fig. towards the front of the mainshaft.
57) onto the input gear.
(10) Install new oil seal in front input retainer
with Installer 8841 and Handle C-4171 (Fig. 58).
Fig. 59 Drive Sprocket Drive Hub Installation

1 - MAINSHAFT
2 - DRIVE SPROCKET DRIVE HUB
Fig. 57 Input Gear Snap-Ring Installation
1 - INPUT RETAINER
2 - INPUT GEAR
3 - SNAP-RING
(3) Install the mode hub (Fig. 60) onto the main- (5) Rotate the mainshaft 180 and install the slid-
shaft. ing clutch gear (Fig. 62) onto the drive sprocket drive
(4) Install the mode hub snap-ring (Fig. 61) onto hub.
the mainshaft. (6) Install the mainshaft drive sprocket (Fig. 63)
onto the drive hub.
Fig. 60 Mode Hub Installation

1 - MAINSHAFT
2 - MODE HUB Fig. 62 Sliding Clutch Gear Installation
1 - MAINSHAFT
2 - SLIDING CLUTCH GEAR
Fig. 61 Mode Hub Snap-Ring Installation

1 - MAINSHAFT
2 - MODE HUB Fig. 63 Mainshaft Drive Sprocket Installation
3 - SNAP-RING
1 - MAINSHAFT
2 - DRIVE SPROCKET
(7) Install the mainshaft drive sprocket retaining (11) Assemble and install range fork and hub (Fig.
ring (Fig. 64) onto the drive hub. 66). Be sure hub is properly seated in low range gear
and engaged to the input gear.
(12) Align and insert range fork pin in shift sector
slot.
Fig. 64 Mainshaft Drive Sprocket Snap-Ring

Installation
1 - MAINSHAFT
2 - DRIVE SPROCKET Fig. 66 Range Fork and Hub Installation
3 - SNAP-RING
1 - RANGE FORK
2 - RANGE HUB
(8) Support front case on wood blocks so case inte-
rior is facing up. Place blocks between mounting (13) Install mode fork and mode sleeve (Fig. 67).
studs on forward surface of case. Verify that the long side of the mode sleeve is
(9) Lubricate mainshaft components with trans- towards the front of the transfer case.
mission fluid. (14) Install the shift rail (Fig. 68) through the shift
(10) Lubricate sector shaft with transmission fluid forks and into the shift rail pocket in the front case
and install shift sector in case (Fig. 65). Position slot half.
in sector so it will be aligned with shift fork pin
when shift forks are installed.
Fig. 67 Mode Fork and Sleeve Installation

1 - MODE FORK
Fig. 65 Shift Sector Installation 2 - MODE SLEEVE
1 - FRONT CASE HALF
2 - SHIFT SECTOR
(2) Install the front output shaft snap-ring onto
the front output shaft.
(3) Install new front output seal (Fig. 70) in front
case with Installer 9041 and Handle C-4171.
Fig. 68 Shift Fork Rail Installation

1 - FRONT CASE HALF
2 - SHIFT RAIL
FRONT OUTPUT SHAFT AND DRIVE CHAIN

Fig. 70 Front Output Shaft Seal Installation
(1) Install front output shaft into the font output
1 - HANDLE C-4171
shaft bearing (Fig. 69). 2 - INSTALLER 9041
(4) Insert front sprocket in drive chain (Fig. 71).

(5) Install drive chain around mainshaft drive
sprocket (Fig. 71). Then position front sprocket over
front output shaft.
(6) Install the mainshaft into the range hub and
mode sleeve and seat the front drive sprocket onto
the front output shaft (Fig. 71).
Fig. 69 Front Output Shaft Installation

1 - FRONT CASE HALF
Fig. 71 Install Mainshaft, Drive Chain, and Front

Sprocket
1 - MAINSHAFT
2 - DRIVE CHAIN
3 - DRIVE SPROCKET
(7) Install the front drive sprocket retaining ring
(Fig. 72).
Fig. 74 Case Magnet Installation

1 - MAGNET
2 - CASE POCKET
Lubricate the oil pump components before installa-

tion. Prime the oil pickup tube by pouring a little oil
Fig. 72 Front Drive Sprocket Snap-Ring Installation into the tube before installation.
1 - DRIVE CHAIN (1) Install new o-ring in pickup tube inlet of oil
2 - FRONT DRIVE SPROCKET
3 - SNAP-RING pump.
(2) Position oil pickup tube and filter in rear case.
(8) Install spring and cups on shift rail (Fig. 73). Be sure pickup filter is seated in case pocket and
that pickup tube is aligned in case notches. Be sure
hose that connects tube to filter is securely posi-
tioned.
(3) Install the transfer case position sensor (Fig.
75). Tighten the sensor to 20-34 Nm (16-25 ft.lbs.).
Fig. 73 Shift Rail Spring And Cups Installation

1 - CUPS (2)
2 - SPRING
(9) Insert magnet in front case pocket (Fig. 74).
OIL PUMP AND REAR CASE

CAUTION: Do not remove the bolts holding the oil Fig. 75 Install Transfer Case Position Sensor
pump cover to the rear case half. The oil pump
1 - TRANSFER CASE POSITION SENSOR
cover is aligned to the rear output shaft inner bear- 2 - TRANSFER CASE
ing race and will become mis-aligned if the bolts
are loosened. If the transfer case failure has gener-
ated any debris which may have become trapped in
the oil pump. the rear case and oil pump assembly
MUST be replaced.
(4) Install the shift sector support (Fig. 76).
Tighten the sector support to 27-42 Nm (20-30
ft.lbs.).
Fig. 78 Shift Lever Installation

1 - SHIFT LEVER
2 - SECTOR SUPPORT
3 - SHIFT SECTOR
Fig. 76 Shift Sector Support Installation
1 - SHIFT SECTOR SHAFT
2 - SECTOR SUPPORT
(5) Install detent plunger and spring into the front

case half. (Fig. 77).
(6) Install new o-ring on detent plug and install
plug in front case (Fig. 77). Tighten plug to 16-25
Nm (12-18 ft. lbs.).
Fig. 79 Shift Lever Bolt Installation

1 - SHIFT LEVER
2 - BOLT
3 - SECTOR SUPPORT
(10) Verify that the transfer case alignment dowels

are properly installed.
(11) Apply bead of Mopart Gasket Maker, or
equivalent, to mating surface of front case. Keep
Fig. 77 Detent Plug, Spring, and Plunger Installation
sealer bead width to maximum of 3/16 inch. Do not
1 - DETENT PLUG use excessive amount of sealer as excess will be dis-
2 - SPRING
3 - PLUNGER placed into case interior.
(7) Install shift lever onto the sector shaft (Fig.

78).
(8) Install the shift lever bolt (Fig. 79). Tighten the
bolt to 20-34 Nm (15-25 ft.lbs.)
(9) Shift the transfer case into a 4WD range. This
will raise the mainshaft slightly and make installa-
tion of the rear case half much easier.
(12) Align oil pump with mainshaft and align shift (14) Apply Loctite 242 to remainder of rear case-
rail with bore in rear case. Then install rear case and to-front case bolt threads and install bolts (Fig. 82).
oil pump assembly (Fig. 80). Be sure oil pickup tube Tighten all bolts to 20-27 Nm (15-20 ft. lbs.).
remains in position during case installation.
Fig. 82 Case Half Bolt Installation

Fig. 80 Rear Case Half Installation 1 - REAR CASE HALF
1 - REAR CASE HALF 2 - FRONT CASE HALF
2 - FRONT CASE HALF 3 - BOLTS
(13) Install 4-5 rear case-to front case bolts to hold YOKE
rear case in position. Tighten bolts snug but not to (1) Install yoke seal onto front shaft (Fig. 83).
specified torque at this time.
CAUTION: Verify that shift rail, and case alignment

dowels (Fig. 81) are seated before installing any
bolts. Case could be cracked if shaft rail or dowels
are misaligned.
Fig. 83 Installing Flange Seal On Front Shaft

2 - FLANGE SEAL
Fig. 81 Case Alignment Dowel

1 - REAR CASE HALF
2 - FRONT CASE HALF
3 - ALIGNMENT DOWEL
(2) Install yoke onto front shaft (Fig. 84). Then
install and tighten a new yoke nut to 122-176 Nm
(90-130 ft. lbs.) torque. Never re-use a yoke nut.
Fig. 85 Output Shaft Dowel Pin

1 - TRANSFER CASE
2 - OUPUT SHAFT
3 - DOWEL PIN
Fig. 84 Front Yoke Installation
1 - TRANSFER CASE
2 - FRONT YOKE
REAR EXTENSION
(1) Clean mating surfaces of transfer case housing
and the rear retainer of any original gasket material.
(2) Apply bead of Mopart Gasket Maker, or equiv-
alent, to mating surface of rear case. Keep sealer
bead width to maximum of 3/16 inch. Do not use
excessive amount of sealer as excess will be displaced
into case interior.
(3) Install the tone wheel dowel pin (Fig. 85) into
the output shaft.
(4) Install the speedometer sensor tone wheel (Fig.
86) onto the output shaft with the notch in the tone
wheel inner diameter toward the front of the transfer
case. Make sure the notch fits over the dowel pin in Fig. 86 Speedometer Sensor Tone Wheel Installation
the output shaft and the tone wheel is against the 1 - TRANSFER CASE
rear output shaft bearing inner race. 2 - OUPUT SHAFT
3 - SENSOR TONE WHEEL
(5) Align and install rear extension on rear case (7) Install new seal in rear extension housing with
(Fig. 87). Installer 9041 and Handle C-4171.
(6) Apply Mopart Silicone Sealer to threads of rear (8) Install the speedometer sensor (Fig. 89) into
extension bolts. Then install extension bolts (Fig. 88). the extension housing.
Tighten the extension bolts to 16-25 Nm (12-18 (9) Install the speedometer sensor bolt (Fig. 90).
ft.lbs.). Tighten the bolt to 11-16 Nm (8-12 ft.lbs.).
Fig. 87 Rear Extension Installation Fig. 89 Speedometer Sensor Installation

1 - TRANSFER CASE 1 - EXTENSION HOUSING
2 - EXTENSION HOUSING 2 - SPEEDOMETER SENSOR
Fig. 88 Rear Extension Bolt Installation Fig. 90 Speedometer Sensor Bolt Installation
1 - EXTENSION HOUSING 1 - EXTENSION HOUSING
2 - BOLTS 2 - BOLT
(10) Install the rear companion flange onto the
output shaft.
(11) Install bolts into two threaded holes in the
rear propeller shaft companion flange 180 apart
(Fig. 91).
(12) Place the Holder 6719 (Fig. 91) over the two
bolts and use the Holder to install a new rear com-
panion flange nut. Never re-use the companion
flange nut once it has been installed. Tighten the
companion flange nut to 122-176 Nm (90-130 ft.lbs.).
INSTALLATION
(1) Align and seat transfer case on transmission.
Be sure transfer case input gear splines are aligned
with transmission output shaft. Align splines by
rotating transfer case rear output shaft yoke if nec-
essary. Do not install any transfer case attaching Fig. 91 Rear Companion Flange Nut Removal
nuts until the transfer case is completely seated
1 - TRANSFER CASE
against the transmission. 2 - HOLDER 6719
(2) Install and tighten transfer case attaching 3 - COMPANION FLANGE
nuts. Tighten nuts to 30-41 Nm (20-30 ft.lbs.). 4 - BOLTS
(3) Install rear crossmember.
(8) Adjust shift linkage, if necessary.
(4) Remove jack stand from under transmission.
(9) Fill transfer case with recommended transmis-
(5) Align and connect propeller shafts. (Refer to 3 -
sion fluid and install fill plug.
DIFFERENTIAL & DRIVELINE/PROPELLER
(10) Install skid plate, if equipped. (Refer to 13 -
SHAFT/PROPELLER SHAFT - INSTALLATION)
FRAMES & BUMPERS/FRAME/TRANSFER CASE
(6) Connect vacuum harness and vent hose.
SKID PLATE - INSTALLATION)
(7) Connect shift rod to transfer case lever or floor
(11) Lower vehicle
shift arm. Use channel lock style pliers to press rod
back into lever grommet.
SPECI FI CAT I ON S

TORQUE SPECIFICATIONS
Plug, Detent 16-25 12-18 -
Plug, Drain/Fill 20-34 15-25 -
Bolt, Rear Extension 16-24 12-18 -
Bolt, Front Input Retainer 21 16 -
Bolt, Case Half 20-27 15-20 -
Nut, Front Yoke 122-176 90-130 -
Nut, Rear Companion Flange 258-312 190-230 -
Bolt, Shift Lever 20-34 15-25 -
Nuts, Mounting 30-41 20-30 -
Bolts, U-Joint 19 17 -
Support, Sector 27-42 20-30 -
Sensor, Transfer Case Position 20-34 16-25 -
Bolt, Speed Sensor 11-16 8-12 -
SPECI AL T OOLS
Holder, Yoke - 6719A
Puller - C-452
Handle, Universal - C-4171

Spanner Wrench - 6958
Cup - 8148
Remover - L-4454
Installer, Bushing - 5066

Remover - 8240
Installer, Cup Seal - 9045
Installer, Seal - 8841
Flange Puller - 8992

REAR EX T EN SI ON SEAL
REMOVAL
(2) Remove rear propeller shaft. (Refer to 3 - DIF-
PROPELLER SHAFT - REMOVAL)
(3) Remove the rear companion flange from the
output shaft.
(4) Using a suitable pry tool or slide-hammer
mounted screw, remove the rear extension seal.
INSTALLATION
(1) Clean fluid residue from sealing surface and
inspect for defects.
(2) Using Installer 9041 and Handle C-4171,
Fig. 93 Transfer Case Identification Tag and
install seal in rear extension (Fig. 92).
Fill/Drain Plugs
1 - IDENTIFICATION TAG
2 - FILL PLUG
3 - DRAIN PLUG
FRON T OU T PU T SH AFT SEAL

REMOVAL
(1) Shift transfer case into NEUTRAL.
(2) Raise vehicle.
(3) Remove front propeller shaft. (Refer to 3 - DIF-
Fig. 92 Install Rear Extension Seal PROPELLER SHAFT - REMOVAL)
(4) Using Spanner Wrench 6958, remove yoke nut
2 - SPECIAL TOOL 9041 (Fig. 94). Discard nut after removal. It is not reus-
able.
(3) Install the companion flange onto the output
shaft.
(4) Install a new companion flange nut and tighten
to 176-271 Nm (130-200 ft.lbs.).
(5) Install propeller shaft. (Refer to 3 - DIFFER-
ENTIAL & DRIVELINE/PROPELLER SHAFT/PRO-
PELLER SHAFT - INSTALLATION)
(6) Verify proper transfer case fluid level.
(7) Lower vehicle.
FLU I D
STANDARD PROCEDURE - FLUID DRAIN AND
FILL
The fill and drain plugs are both in the rear case
(Fig. 93). Correct fill level is to the bottom edge of Fig. 94 Front Yoke Nut Removal
the fill plug hole. Be sure the vehicle is level to 1 - TRANSFER CASE
ensure an accurate fluid level check. 2 - HOLDER 6958
3 - FRONT YOKE
(5) Remove yoke from output shaft (Fig. 95). Use
puller C-452 if flange can not be removed by hand.
(6) Remove yoke rubber seal from front output
shaft (Fig. 96).

Fig. 95 Front Yoke Removal

1 - TRANSFER CASE
2 - FRONT YOKE
Fig. 96 Yoke Seal Removal Fig. 98 Installing Flange Seal On Front Shaft
1 - FLANGE SEAL
2 - FLANGE SEAL
(7) Remove front output shaft seal with suitable

pry tool, or a slide hammer mounted screw.
INSTALLATION
Installer Tool 9041 and Handle C-4171 (Fig. 97).
(2) Install yoke seal on front output shaft (Fig. 98).
(3) Install yoke on front output shaft (Fig. 99).
Install a new yoke nut onto the front output shaft.
Fig. 99 Front Yoke Installation

1 - TRANSFER CASE
2 - FRONT YOKE
(4) Using Spanner Wrench 6958 (Fig. 100), tighten POSI T I ON SEN SOR
the yoke nut to 176-271 Nm (130-200 ft. lbs.) torque.
(5) Install propeller shaft. (Refer to 3 - DIFFER-
DESCRIPTION
ENTIAL & DRIVELINE/PROPELLER SHAFT/PRO-
The transfer case position sensor is an electronic
PELLER SHAFT - INSTALLATION)
device whose output can be interpreted to indicate the
transfer cases current operating mode. The sensor con-
sists of a five position, resistive multiplexed circuit
which returns a specific resistance value to the Power-
train Control Module (PCM) for each transfer case oper-
ating mode. The sensor is located on the top of the
transfer case, just left of the transfer case centerline
and rides against the sector plate roostercomb. The
PCM supplies 5VDC (+/- 0.5V) to the sensor and moni-
tors the return voltage to determine the sector plate,
and therefore the transfer case, position.
OPERATION
During normal vehicle operation, the Powertrain
Control Module (PCM) monitors the transfer case
Fig. 100 Front Yoke Nut Installation position sensor return voltage to determine the oper-
ating mode of the transfer case. Refer to the Operat-
1 - TRANSFER CASE
2 - HOLDER 6958 ing Mode Versus Resistance table for the correct
3 - FRONT YOKE resistance for each position (Fig. 101).
OPERAT I N G M ODE VERSU S RESI ST AN CE

SENSOR POSITION OPERATING MODE SENSOR RESISTANCE (ohms)
1 2H 1124-1243
2 4H 650-719
3 NEUTRAL 389-431
4 4L 199-221
5 NOT USED 57-64
REMOVAL
(2) Disengage the transfer case position sensor
connector from the position sensor.
(3) Remove the position sensor from the transfer
case.
INSTALLATION
(1) Inspect the o-ring seal on the transfer case
position sensor. Replace the o-ring if necessary.
(2) Install the transfer case position sensor into
the transfer case. Torque the sensor to 20-34 Nm
(15-25 ft.lbs.).
(3) Engage the transfer case position sensor con-
nector to the position sensor.
(4) Lower vehicle.
Fig. 101 Position Sensor Linear Movement
(5) Verify proper sensor operation.
1 - POSITION 1 - 10mm 0.5mm
6 - POSITION 6 - 20mm0.5mm - FULL EXTENSION
SH I FT LEV ER position lever assembly on floorpan and install

assembly attaching screws.
(2) Install console. (Refer to 23 - BODY/INTERI-
REMOVAL
OR/FLOOR CONSOLE - INSTALLATION)
(1) Shift transfer case into 4L.
(3) Raise vehicle.
(2) Raise vehicle.
(4) Connect trunnion to torque shaft arm. Or, slide
(3) Loosen adjusting trunnion locknut and slide
shift rod into trunnion on range lever. Be sure shift
shift rod out of trunnion (Fig. 102). If rod lacks
rod slides freely in trunnion.
enough travel to come out of trunnion, push trunnion
(5) Verify that range lever is in 4L position. Then
out of torque shaft.
tighten trunnion lock bolt.
(4) Lower vehicle.
(6) Lower vehicle and check transfer case shift
(5) Remove console. (Refer to 23 - BODY/INTERI-
operation.
OR/FLOOR CONSOLE - REMOVAL)
(6) Remove screws attaching lever assembly to
floorpan and remove assembly and shift rod (if left
ADJUSTMENTS - SHIFT LINKAGE
(1) Shift transfer case into 4L position.
attached).
(2) Raise vehicle.
(3) Loosen lock bolt on adjusting trunnion (Fig.
INSTALLATION
103).
(1) If shift rod was not removed from lever assem-
(4) Be sure linkage rod slides freely in trunnion.
bly, work rod down through floorpan opening. Then
Clean rod and apply spray lube if necessary.
Fig. 102 Shift Linkage

1 - Rivnut (4) 8 - Torque Shaft
2 - Shift Lever Assembly 9 - Transfer Case Shift Lever
3 - Floorpan 10 - Torque Shaft Transfer Case Bracket
4 - Trunnion Lock Bolt A - 3-4 Nm (27-35 in. lbs.)
5 - Selector Rod and Trunnion B - 11-14 Nm (97-123 in. lbs.)
6 - Shift Lever Rod C - 8-14 Nm (72-120 in. lbs.)
7 - Torque Shaft Frame Bracket
SH I FT LEV ER (Cont inue d)
(5) Verify that transfer case range lever is fully
engaged in 4L position.
(6) Tighten adjusting trunnion lock bolt.
(7) Lower vehicle.
Fig. 104 Speedometer Sensor


cle speed and distance traveled.
The speed sensor generates 8 pulses per sensor
revolution. These signals, in conjunction with a
closed throttle signal from the throttle position sen-
sor, indicate a closed throttle deceleration to the
PCM. When the vehicle is stopped at idle, a closed
Under deceleration conditions, the PCM adjusts
the Idle Air Control (IAC) motor to maintain a
Fig. 103 Shift Linkage desired MAP value. Under idle conditions, the PCM
1 - TRANSFER CASE SHIFT LEVER SHAFT adjusts the IAC motor to maintain a desired engine
2 - SEAL
3 - TRANSFER CASE SHIFT LEVER ASSEMBLY
speed.
4 - FLOORPAN
5 - TRUNNION LOCK BOLT REMOVAL
6 - SHIFT ROD
7 - ADJUSTING TRUNNION The Vehicle Speed Sensor (VSS) is located in the
8 - TORQUE SHAFT BRACKET transfer case rear extension.
9 - RANGE LEVER (1) Raise and support vehicle.
10 - TORQUE SHAFT ROD
11 - TORQUE SHAFT (2) Disconnect electrical connector from sensor by
12 - LINKAGE BRACKET pushing slide tab. After slide tab has been positioned,
push in on secondary release lock on side of connec-
V EH I CLE SPEED SEN SOR tor and pull connector from sensor.
(3) Remove sensor mounting bolt.
DESCRIPTION (4) Remove sensor (pull straight out) from rear
The 3-wire Vehicle Speed Sensor (VSS) (Fig. 104) is extension.
located in the transfer case rear extension.
INSTALLATION
OPERATION (1) Install sensor into transfer case rear extension
The VSS is a 3-circuit (3wire), magnetic, hall-ef- and install mounting bolt. Before tightening bolt, ver-
fect sensor. ify speed sensor is fully seated (mounted flush) to
The 3 circuits are: rear extension.
A 5-volt power supply from the Powertrain Con- (2) Tighten sensor mounting bolt to 11-16 Nm
trol Module (PCM). (8-12 ft. lbs.) torque.
A ground is provided for the sensor though a (3) Connect electrical connector to sensor.
TJ TIRES/WHEELS 22 - 1
TIRES/WHEELS
page page
TIRES/WHEELS STANDARD PROCEDURE - REPAIRING

DIAGNOSIS AND TESTING - TIRE AND LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
WHEEL RUNOUT ................... ...1 CLEANING - TIRES . . . . . . . . . . . . . . . . . . . . . 10
STANDARD PROCEDURE SPECIFICATIONS
STANDARD PROCEDURE - ROTATION . . . ...2 TIRE SIZE . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
STANDARD PROCEDURE - MATCH SPARE TIRE
MOUNTING . . . . . . . . . . . . . . . . . . . . . . . . ...3 DESCRIPTION
STANDARD PROCEDURE - TIRE AND DESCRIPTION - SPARE/TEMPORARY . . . . . 10
WHEEL BALANCE . . . . . . . . . . . . . . . . . . . ...4 DESCRIPTION - FULL SIZE, SPARE WHEEL
TIRES WITH MATCHING TIRE . . . . . . . . . . . . . . . . . 10
DESCRIPTION SPARE TIRE CARRIER
DESCRIPTION - TIRES . . . . . . . . . . . . . . . ...5 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DESCRIPTION - RADIAL-PLY TIRES . . . . . ...6 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
DESCRIPTION - TIRE INFLATION WHEELS
PRESSURES . . . . . . . . . . . . . . . . . . . . . . . ...6 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11
DESCRIPTION - TIRE PRESSURE FOR DIAGNOSIS AND TESTING - WHEEL
HIGH SPEED . . . . . . . . . . . . . . . . . . . . . . . ...7 INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
DESCRIPTION - REPLACEMENT TIRES . . ...7 STANDARD PROCEDURE
DIAGNOSIS AND TESTING STANDARD PROCEDURE - WHEEL
DIAGNOSIS AND TESTING - PRESSURE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 12
GAUGES . . . . . . . . . . . . . . . . . . . . . . . . . . ...7 STANDARD PROCEDURE - WHEEL
DIAGNOSIS AND TESTING - TREAD WEAR REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . 12
INDICATORS . . . . . . . . . . . . . . . . . . . . . . . ...7 SPECIFICATIONS
DIAGNOSIS AND TESTING - TIRE WEAR TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 13
PATTERNS . . . . . . . . . . . . . . . . . . . . . . . . ...7 STUDS
DIAGNOSIS AND TESTING - TIRE NOISE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
OR VIBRATION . . . . . . . . . . . . . . . . . . . . . ...8 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
DIAGNOSIS AND TESTING - TIRE/VEHICLE
LEAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...8
T I RES/WH EELS METHOD 1 (RELOCATE WHEEL ON HUB)

(1) Drive vehicle a short distance to eliminate tire
DIAGNOSIS AND TESTING - TIRE AND WHEEL flat spotting from a parked position.
(2) Check wheel bearings and adjust if adjustable
RUNOUT or replace if necessary.
Radial runout is the difference between the high
(3) Check the wheel mounting surface.
and low points on the tire or wheel (Fig. 1).
(4) Relocate wheel on the mounting, two studs
Lateral runout is the wobble of the tire or wheel.
over from the original position.
Radial runout of more than 1.5 mm (.060 inch)
(5) Tighten wheel nuts until all are properly
measured at the center line of the tread may cause
torqued, to eliminate brake distortion.
the vehicle to shake.
(6) Check radial runout. If still excessive, mark
Lateral runout of more than 2.0 mm (.080 inch)
tire sidewall, wheel, and stud at point of maximum
measured near the shoulder of the tire may cause the
runout and proceed to Method 2.
vehicle to shake.
Sometimes radial runout can be reduced. Relocate METHOD 2 (RELOCATE TIRE ON WHEEL)
the wheel and tire assembly on the mounting studs
(See Method 1). If this does not reduce runout to an NOTE: Rotating the tire on wheel is particularly
acceptable level, the tire can be rotated on the wheel. effective when there is runout in both tire and
(See Method 2). wheel.
22 - 2 TIRES/WHEELS TJ
T I RES/WH EELS (Cont inue d)
Fig. 3 LATERAL RUNOUT

Fig. 1 Checking Tire/Wheel/Hub Runout
1 - DIAL INDICATORS
1 - RADIAL RUNOUT 2 - MOUNTING CONE
2 - LATERAL RUNOUT 3 - SPINDLE SHAFT
4 - WING NUT
(1) Remove tire from wheel and mount wheel on 5 - PLASTIC CUP
6 - WHEEL
service dynamic balance machine.
(2) Check wheel radial runout (Fig. 2) and lateral
runout (Fig. 3). STAN DARD PROCEDU RE
STEEL WHEELS: Radial runout 0.040 in., Lat-
eral runout 0.045 in. (average-maximum) STANDARD PROCEDURE - ROTATION
ALUMINUM WHEELS: Radial runout 0.030 in., Tires on the front and rear operate at different
Lateral runout 0.035 in. (average-maximum) loads and perform different steering, driving, and
(3) If point of greatest wheel lateral runout is near braking functions. For these reasons they wear at
original chalk mark, remount tire 180 degrees. unequal rates and tend to develop irregular wear
Recheck runout or match mount, (Refer to 22 - patterns. These effects can be reduced by rotating
TIRES/WHEELS - STANDARD PROCEDURE). the tires at regular intervals. The benefits of tire
rotation are:
Increase tread life
Maintain traction levels
A smooth, quiet ride
The suggested method of tire rotation is (Fig. 4).
Other rotation methods can be used, but they will
not provide all the tire longevity benefits.
Fig. 2 RADIAL RUNOUT

1 - DIAL INDICATORS
2 - MOUNTING CONE
3 - SPINDLE SHAFT
4 - WING NUT Fig. 4 Tire Rotation Pattern
5 - PLASTIC CUP
6 - WHEEL
STANDARD PROCEDURE - MATCH MOUNTING

Tires and wheels are currently match mounted at
the factory. Match mounting is a technique used to
reduce runout in the wheel/tire assembly. This means
that the high spot of the tire is aligned with the low
spot on the wheel rim. The high spot on the tire is
marked with a paint mark or a bright colored adhe-
sive label on the outboard sidewall. The low spot on
the rim is identified with a label on the outside of the
rim and a dot on the inside of the rim. If the outside
label has been removed the tire will have to be
removed to locate the dot on the inside of the rim.
Before dismounting a tire from its wheel, a refer-
ence mark should be placed on the tire at the valve
stem location. This reference will ensure that it is
remounted in the original position on the wheel.
(1) Use a dial indicator to locate the high spot of
the tire on the center tread rib (Fig. 5). Record the
indicator reading and mark the high spot on the tire.
Place a mark on the tire at the valve stem location
(Fig. 6).
Fig. 6 First Measurement On Tire

1 - REFERENCE MARK
2 - 1ST MEASUREMENT
HIGH SPOT MARK TIRE AND RIM
3 - WHEEL
4 - VALVE STEM
Fig. 5 Dial Indicator

(2) Break down the tire and remount it 180
degrees on the rim (Fig. 7).
(3) Measure the total runout again and mark the
tire to indicate the high spot.
(4) If runout is still excessive use the following
procedures.
(a) If the high spot is within 101.6 mm (4.0 in.)
of the first spot and is still excessive, replace the
tire.
(b) If the high spot is within 101.6 mm (4.0 in.)
of the first spot on the wheel, the wheel may be out
of specifications. (Refer to 22 - TIRES/WHEELS -
(c) If the high spot is NOT within 101.6 mm (4.0 Fig. 7 Remount Tire 180 Degrees
in.) of either high spot, draw an arrow on the tread 1 - VALVE STEM
from second high spot to first. Break down the tire 2 - REFERENCE MARK
and remount it 90 degrees on rim in that direction
(Fig. 8). This procedure will normally reduce the
runout to an acceptable amount.
tion instructions for proper cone mounting proce-
dures. Typically use front cone mounting method for
steel wheels. For aluminum wheel use back cone
mounting method without cone spring.
NOTE: Static should be used only when a two plane

balancer is not available.
NOTE: Cast aluminum and forged aluminum wheels

require coated balance weights and special align-
ment equipment.
Wheel balancing can be accomplished with either

on or off vehicle equipment. When using on-vehicle
balancing equipment, remove the opposite wheel/tire.
Off-vehicle balancing is recommended.
For static balancing, find location of heavy spot
causing the imbalance. Counter balance wheel
directly opposite the heavy spot. Determine weight
required to counter balance the area of imbalance.
Fig. 8 Remount Tire 90 Degrees In Direction of Place half of this weight on the inner rim flange and
Arrow the other half on the outer rim flange (Fig. 9).
1 - 2ND HIGH SPOT ON TIRE For dynamic balancing, the balancing equipment is
2 - 1ST HIGH SPOT ON TIRE designed to locate the amount of weight to be applied
to both the inner and outer rim flange (Fig. 10).
STANDARD PROCEDURE - TIRE AND WHEEL
BALANCE
It is recommended that a two plane service
dynamic balancer be used when a tire and wheel
assembly require balancing. Refer to balancer opera-
Fig. 9 Static Unbalance & Balance

1 - HEAVY SPOT 4 - CORRECTIVE WEIGHT LOCATION
2 - CENTER LINE OF SPINDLE 5 - TIRE OR WHEEL TRAMP, OR WHEEL HOP
3 - ADD BALANCE WEIGHTS HERE
Fig. 10 Dynamic Unbalance & Balance

1 - CENTER LINE OF SPINDLE 3 - CORRECTIVE WEIGHT LOCATION
2 - ADD BALANCE WEIGHTS HERE 4 - HEAVY SPOT WHEEL SHIMMY AND VIBRATION
T I RES TIRE IDENTIFICATION

Tire type, size, aspect ratio and speed rating are
encoded in the letters and numbers imprinted on the
DESCRI PT I ON side wall of the tire. Refer to the chart to decipher
the tire identification code (Fig. 11).
DESCRIPTION - TIRES Performance tires have a speed rating letter after
Tires are designed and engineered for each specific the aspect ratio number.
vehicle. They provide the best overall performance
for normal operation. The ride and handling charac- LETTER SPEED RATING
teristics match the vehicles requirements. With
P 150 km/h (93 mph)
proper care they will give excellent reliability, trac-
tion, skid resistance, and tread life. S 180 km/h (112 mph)
Driving habits have more effect on tire life than T 190 km/h (118 mph)
any other factor. Careful drivers will obtain in most U 200 km/h (124 mph)
cases, much greater mileage than severe use or care-
less drivers. A few of the driving habits which will H 210 km/h (130 mph)
shorten the life of any tire are: V 240 km/h (149 mph)
Rapid acceleration W 270 km/h (168 mph)
Severe brake applications
Y 300 km/h (186 mph)
High speed driving
Excessive speeds on turns
Striking curbs and other obstacles The speed rating is not always printed on the tire
Radial-ply tires are more prone to irregular tread sidewall.
wear. It is important to follow the tire rotation inter-
val (Refer to 22 - TIRES/WHEELS - STANDARD TIRE CHAINS
PROCEDURE). This will help to achieve a greater Tire snow chains may be used on certain models.
tread life. Refer to the Owners Manual for more information.
T I RES (Cont inue d)
Fig. 12 Under Inflation Wear

1 - THIN TIRE THREAD AREAS
Fig. 11 Tire Identification

DESCRIPTION - RADIAL-PLY TIRES
Radial-ply tires improve handling, tread life and
ride quality, and decrease rolling resistance.
Radial-ply tires must always be used in sets of
four. Under no circumstances should they be used on
the front only. They may be mixed with temporary Fig. 13 Over Inflation Wear
spare tires when necessary. A maximum speed of 50 1 - THIN TIRE THREAD AREA
MPH is recommended while a temporary spare is in
use. Uneven wear patterns
Radial-ply tires have the same load-carrying capac- Reduced tread life
ity as other types of tires of the same size. They also Reduced fuel economy
use the same recommended inflation pressures. Unsatisfactory ride
The use of oversized tires, either in the front or Vehicle drift
rear of the vehicle, can cause vehicle drive train fail- For proper tire pressure specification refer to the
ure. This could also cause inaccurate wheel speed Tire Inflation Pressure Chart provided with the vehi-
signals when the vehicle is equipped with Anti-Lock cles Owners Manual. A Certification Label on the
Brakes. drivers side door pillar provides the minimum tire
The use of tires from different manufactures on the and rim size for the vehicle. The label also list the
same vehicle is NOT recommended. The proper tire cold inflation pressure for these tires at full load
pressure should be maintained on all four tires. operation
Tire pressures have been chosen to provide safe
DESCRIPTION - TIRE INFLATION PRESSURES operation, vehicle stability, and a smooth ride. Tire
Under inflation will cause rapid shoulder wear, tire pressure should be checked cold once a month. Tire
flexing, and possible tire failure (Fig. 12). pressure decreases as the ambient temperature
Over inflation will cause rapid center wear and drops. Check tire pressure frequently when ambient
loss of the tires ability to cushion shocks (Fig. 13). temperature varies widely.
Improper inflation can cause:
Tire inflation pressures are cold inflation pressure. WARNING: FAILURE TO EQUIP THE VEHICLE WITH
The vehicle must sit for at least 3 hours to obtain the TIRES HAVING ADEQUATE SPEED CAPABILITY
correct cold inflation pressure reading. Or be driven CAN RESULT IN SUDDEN TIRE FAILURE.
less than one mile after sitting for 3 hours. Tire
inflation pressures may increase from 2 to 6 pounds
per square inch (psi) during operation. Do not reduce
this normal pressure build-up.
WARNING: OVER OR UNDER INFLATED TIRES CAN DIAGNOSIS AND TESTING - PRESSURE
AFFECT VEHICLE HANDLING AND TREAD WEAR. GAUGES
THIS MAY CAUSE THE TIRE TO FAIL SUDDENLY, A quality air pressure gauge is recommended to
RESULTING IN LOSS OF VEHICLE CONTROL. check tire pressure. After checking the air pressure,
replace valve cap finger tight.
DESCRIPTION - TIRE PRESSURE FOR HIGH DIAGNOSIS AND TESTING - TREAD WEAR
SPEED INDICATORS
Where speed limits allow the vehicle to be driven Tread wear indicators are molded into the bottom
at high speeds, correct tire inflation pressure is very of the tread grooves. When tread depth is 1.6 mm
important. For speeds up to and including 120 km/h (1/16 in.), the tread wear indicators will appear as a
(75 mph), tires must be inflated to the pressures 13 mm (1/2 in.) band (Fig. 14).
shown on the tire placard. For continuous speeds in Tire replacement is necessary when indicators
excess of 120 km/h (75 mph), tires must be inflated appear in two or more grooves or if localized balding
to the maximum pressure specified on the tire side- occurs.
wall.
Vehicles loaded to the maximum capacity should
not be driven at continuous speeds above 75 mph
(120 km/h).
For emergency vehicles that are driven at speeds
over 90 mph (144 km/h), special high speed tires
must be used. Consult tire manufacturer for correct
inflation pressure recommendations.
DESCRIPTION - REPLACEMENT TIRES

The original equipment tires provide a proper bal-
ance of many characteristics such as:
Ride
Noise
Handling
Durability
Tread life
Traction
Rolling resistance
Speed capability
It is recommended that tires equivalent to the orig-
inal equipment tires be used when replacement is Fig. 14 Tread Wear Indicators
needed. 1 - TREAD ACCEPTABLE
2 - TREAD UNACCEPTABLE
Failure to use equivalent replacement tires may 3 - WEAR INDICATOR
adversely affect the safety and handling of the vehi-
cle.
DIAGNOSIS AND TESTING - TIRE WEAR
The use of oversize tires may cause interference
with vehicle components. Under extremes of suspen- PATTERNS
sion and steering travel, interference with vehicle Under inflation will cause wear on the shoulders of
components may cause tire damage. tire. Over inflation will cause wear at the center of
tire.
Excessive camber causes the tire to run at an
angle to the road. One side of tread is then worn
more than the other (Fig. 15).
Fig. 15 Tire Wear Patterns

Excessive toe-in or toe-out causes wear on the To find out if tires are causing the noise or vibra-
tread edges and a feathered effect across the tread tion, drive the vehicle over a smooth road at varying
(Fig. 15). speeds. Note the noise level during acceleration and
deceleration. The engine, differential and exhaust
DIAGNOSIS AND TESTING - TIRE NOISE OR noises will change as speed varies, while the tire
VIBRATION noise will usually remain constant.
Radial-ply tires are sensitive to force impulses
caused by improper mounting, vibration, wheel DIAGNOSIS AND TESTING - TIRE/VEHICLE
defects, or possibly tire imbalance. LEAD
Use the following Vehicle Lead Diagnosis And Cor-
rection Chart to diagnose and correct a vehicle lead
or drift problem (Fig. 16).
Fig. 16 VEHICLE LEAD DIAGNOSIS AND CORRECTION CHART

STANDARD PROCEDURE - REPAIRING LEAKS To remove the protective coating, apply warm
For proper repairing, a radial tire must be removed water and let it soak for a few minutes. Afterwards,
from the wheel. Repairs should only be made if the scrub the coating away with a soft bristle brush.
defect, or puncture, is in the tread area (Fig. 17). The Steam cleaning may also be used to remove the coat-
tire should be replaced if the puncture is located in ing.
the sidewall.
NOTE: DO NOT use gasoline, mineral oil, oil-based
Deflate tire completely before removing the tire
solvent or a wire brush for cleaning.
from the wheel. Use lubrication such as a mild soap
solution when dismounting or mounting tire. Use
tools free of burrs or sharp edges which could dam-
age the tire or wheel rim. SPECI FI CAT I ON S
Before mounting tire on wheel, make sure all rust
is removed from the rim bead and repaint if neces- TIRE SIZE
sary.
Install wheel on vehicle, and tighten to proper
torque specification. (Refer to 22 - TIRES/WHEELS/ DESCRIPTION SPECIFICATION
WHEELS - STANDARD PROCEDURE). TIRE P215/75R15
TIRE P225/75R15
TIRE LT245/75R16
TIRE 30x9.50R15
SPARE T I RE
DESCRI PT I ON
DESCRIPTION - SPARE/TEMPORARY
The temporary spare tire is designed for emer-
gency use only. The original tire should be repaired
or replaced at the first opportunity, then reinstalled.
Do not exceed speeds of 50 M.P.H. when using the
temporary spare tire. Refer to Owners Manual for
complete details.
DESCRIPTION - FULL SIZE, SPARE WHEEL

Fig. 17 Tire Repair Area WITH MATCHING TIRE
1 - REPAIRABLE AREA The spare is a full usage wheel with a matching
tire, It can be used within the (posted legal) speed
CLEANING - TIRES limits or distance limitations as of the rest of the
Remove the protective coating on the tires before vehicles four tires. Refer to Owners Manual for com-
delivery of a vehicle. This coating may cause deteri- plete details.
oration of the tires.
SPARE T I RE CARRI ER INSTALLATION

(1) Position the gaskets and the tire bracket on the
REMOVAL tailgate and install the bolts. Tighten the bolts to 24
(1) Remove the spare tire from the wheel bracket Nm (17 ft. lbs.) torque.
(Fig. 18). (2) Connect CHMSL connector.
(2) Remove the bolts that attach the tire bracket (3) Install the spare tire on the tire bracket.
to the tailgate (Fig. 19).
(3) Disconnect CHMSL.
(4) Remove the bracket and the gaskets from the
WH EELS
tailgate.
DESCRIPTION
The rim size is on the vehicle safety certification
label located on the drivers door shut face. The size
of the rim is determined by the drivetrain package.
Original equipment wheels/rims are designed for
operation up to the specified maximum vehicle capac-
ity.
All models use stamped steel, cast aluminum or
forged aluminum wheels. Every wheel has raised sec-
tions between the rim flanges and rim drop well
called safety humps (Fig. 20).
Fig. 18 Spare Tire

1 - WHEEL NUT
2 - CHMSL
3 - LOCK NUT
Fig. 20 Safety Rim

1 - FLANGE
2 - RIDGE
3 - WELL
Initial inflation of the tire forces the bead over

these raised sections. In case of rapid loss of air pres-
sure, the raised sections help hold the tire on the
wheel.
Fig. 19 Spare Tire Bracket The wheel studs and nuts are designed for specific
applications. All aluminum and some steel wheels
1 - BUMPER
2 - GASKET have wheel stud nuts with an enlarged nose. This
3 - TAILGATE enlarged nose is necessary to ensure proper retention
4 - SPARE TIRE BRACKET of the wheels. Do not use replacement studs or nuts
with a different design or lesser quality.
WH EELS (Cont inue d)
DIAGNOSIS AND TESTING - WHEEL

INSPECTION
Inspect wheels for:
Excessive run out
Dents or cracks
Damaged wheel lug nut holes
Air Leaks from any area or surface of the rim
NOTE: Do not attempt to repair a wheel by hammer-

ing, heating or welding.
If a wheel is damaged an original equipment

replacement wheel should be used. When obtaining
replacement wheels, they should be equivalent in
load carrying capacity. The diameter, width, offset,
pilot hole and bolt circle of the wheel should be the
same as the original wheel. Fig. 21 Lug Nut Tightening Pattern
WARNING: FAILURE TO USE EQUIVALENT WHEEL REPLACEMENT

REPLACEMENT WHEELS MAY ADVERSELY Wheels must be replaced if they have:
AFFECT THE SAFETY AND HANDLING OF THE Excessive runout
VEHICLE. USED WHEELS ARE NOT RECOM- Bent or dented
MENDED. THE SERVICE HISTORY OF THE WHEEL Leak air through welds
MAY HAVE INCLUDED SEVERE TREATMENT OR Have damaged bolt holes
VERY HIGH MILEAGE. THE RIM COULD FAIL WITH- Wheel repairs employing hammering, heating, or
OUT WARNING. welding are not allowed.
Original equipment wheels are available through
your dealer. Replacement wheels from any other
source should be equivalent in:
STAN DARD PROCEDU RE Load carrying capacity
Diameter
STANDARD PROCEDURE - WHEEL Width
INSTALLATION Offset
The wheel studs and nuts are designed for specific Mounting configuration
applications. They must be replaced with equivalent Failure to use equivalent replacement wheels may
parts. Do not use replacement parts of lesser quality affect the safety and handling of your vehicle.
or a substitute design. All aluminum and some steel Replacement with used wheels is not recommended.
wheels have wheel stud nuts which feature an Their service history may have included severe treat-
enlarged nose. This enlarged nose is necessary to ment.
ensure proper retention of the aluminum wheels.
Before installing the wheel, be sure to remove any STANDARD PROCEDURE - WHEEL
build up of corrosion on the wheel mounting surfaces. REPLACEMENT
Ensure wheels are installed with good metal-to-metal The wheel studs and nuts are designed for specific
contact. applications. They must be replaced with equivalent
To install the wheel, first position it properly on parts. Do not use replacement parts of lesser quality
the mounting surface. All wheel nuts should then be or a substitute design. All aluminum and some steel
tightened just snug. Gradually tighten them in wheels have wheel stud nuts which feature an
sequence to the proper torque specification (Fig. 21). enlarged nose. This enlarged nose is necessary to
ensure proper retention of the aluminum wheels.
WARNING: NEVER USE OIL OR GREASE ON Wheels must be replaced if they have:
STUDS OR NUTS. INSTALLING WHEELS WITHOUT Excessive runout
GOOD METAL-TO-METAL CONTACT OR USING Bent or dented
CHROME PLATED LUG NUTS WITH CHROME Leak air through welds
PLATED WHEELS COULD CAUSE LOOSENING OF Have damaged bolt holes
WHEEL NUTS. THIS COULD AFFECT THE SAFETY Wheel repairs employing hammering, heating, or
AND HANDLING OF THE VEHICLE. welding are not allowed.
WH EELS (Cont inue d)
Original equipment wheels are available through Mounting configuration
your dealer. Replacement wheels from any other Failure to use equivalent replacement wheels may
source should be equivalent in: affect the safety and handling of your vehicle.
Load carrying capacity Replacement with used wheels is not recommended.
Diameter Their service history may have included severe treat-
Width ment.
Offset
SPECI FI CAT I ON S
TORQUE CHART

Lug Nut 115-156 85-115
1/2 X 20 with 60 Cone
ST U DS
REMOVAL
(3) Remove brake caliper, caliper adapter and
rotor, (Refer to 5 - BRAKES/HYDRAULIC/MECHAN-
ICAL/ROTORS - REMOVAL).
(4) Remove stud from hub with Remover C-4150A
(Fig. 22).
INSTALLATION
(1) Install new stud into hub flange.
(2) Install three washers onto stud, then install
lug nut with the flat side of the nut against the
washers.
(3) Tighten lug nut until the stud is pulled into Fig. 22 Wheel Stud Removal
the hub flange. Verify that the stud is properly 1 - REMOVER
2 - WHEEL STUD
seated into the flange.
(4) Remove lug nut and washers.
- TIRES/WHEELS/WHEELS - STANDARD PROCE-
(5) Install the brake rotor, caliper adapter, and cal-
DURE).
iper, (Refer to 5 - BRAKES/HYDRAULIC/MECHAN-
(7) Remove support and lower vehicle.
ICAL/ROTORS - INSTALLATION).
(6) Install wheel and tire assembly, use new lug
nut on stud or studs that were replaced. (Refer to 22
TJ BODY 23 - 1
BODY
page page
BODY TAILGATE . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 12
WARNING FULL DOOR . . . . . . . . .. . . . . . . . . . . . . . . . . . . 17
SAFETY PRECAUTIONS AND WARNINGS . . . 1 HALF DOOR . . . . . . . . .. . . . . . . . . . . . . . . . . . . 23
STANDARD PROCEDURE EXTERIOR ......... .. . . . . . . . . . . . . . . . . . . 26
STANDARD PROCEDURE - BODY HOOD . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 34
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . 1 INSTRUMENT PANEL . .. . . . . . . . . . . . . . . . . . . 36
STANDARD PROCEDURE - PLASTIC BODY INTERIOR . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 51
PANEL REPAIR . . . . . . . . . . . . . . . . . . . . . . . . 2 PAINT . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 61
STANDARD PROCEDURE - BUZZ, SQUEAK REMOVEABLE TOP .. .. . . . . . . . . . . . . . . . . . . 63
& RATTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 SEATS ............ .. . . . . . . . . . . . . . . . . . . 68
SPECIFICATIONS - TORQUE . . . . . . . . . . . . . . 10 STATIONARY GLASS . .. . . . . . . . . . . . . . . . . . . 77
SPECIAL TOOLS WEATHERSTRIP/SEALS . . . . . . . . . . . . . . . . . . . 82
BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 BODY STRUCTURE .. .. . . . . . . . . . . . . . . . . . . 86
BODY Do not use harsh alkaline based cleaning sol-

vents on painted or upholstered surfaces. Damage
to finish or color can result.
WARN I N G Do not hammer or pound on plastic trim panel
when servicing interior trim. Plastic panels can
SAFETY PRECAUTIONS AND WARNINGS break.
WARNING: USE AN OSHA APPROVED BREATHING

FILTER WHEN SPRAYING PAINT OR SOLVENTS IN STAN DARD PROCEDU RE
A CONFINED AREA. PERSONAL INJURY CAN
RESULT. STANDARD PROCEDURE - BODY LUBRICATION
AVOID PROLONGED SKIN CONTACT WITH All mechanisms and linkages should be lubricated
PETROLEUM OR ALCOHOL BASED CLEANING when necessary. This will maintain ease of operation
SOLVENTS. PERSONAL INJURY CAN RESULT. and provide protection against rust and excessive
DO NOT STAND UNDER A HOISTED VEHICLE wear. The weatherstrip seals should be lubricated to
THAT IS NOT PROPERLY SUPPORTED ON SAFETY prolong their life as well as to improve door sealing.
STANDS. PERSONAL INJURY CAN RESULT. All applicable exterior and interior vehicle operat-
ing mechanisms should be inspected and cleaned.
Pivot/sliding contact areas on the mechanisms should
CAUTION: When holes must be drilled or punched then be lubricated.
in an inner body panel, verify depth of space to the (1) When necessary, lubricate the operating mech-
outer body panel, electrical wiring, or other compo- anisms with the specified lubricants.
nents. Damage to vehicle can result. (2) Apply silicone lubricant to a cloth and wipe it
Do not weld exterior panels unless combustible on door seals to avoid over-spray that can soil pas-
material on the interior of vehicle is removed from sengers clothing.
the repair area. Fire or hazardous conditions, can (3) Before applying lubricant, the component
result. should be wiped clean. After lubrication, any excess
Always have a fire extinguisher ready for use lubricant should be removed.
when welding. (4) The hood latch, latch release mechanism, latch
Disconnect the negative (-) cable clamp from striker, and safety latch should be lubricated period-
the battery when servicing electrical components ically.
that are live when the ignition is OFF. Damage to (5) The door lock cylinders should be lubricated
electrical system can result. twice each year (preferably autumn and spring):
Do not use abrasive chemicals or compounds Spray a small amount of lock cylinder lubricant
on painted surfaces. Damage to finish can result. directly into the lock cylinder.
23 - 2 BODY TJ
BODY (Cont inue d)
Apply a small amount to the key and insert it Flexible Plastics:
into the lock cylinder. Examples of flexible plastic use: Fascias, Body
Rotate it to the locked position and then back to Moldings, and upper and lower Fascia Covers.
the unlocked position several times.
Remove the key. Wipe the lubricant from it with Repair Procedure:
a clean cloth to avoid soiling of clothing. The repair procedure for all three categories of
plastics is basically the same. The one difference is
Component Fluid, Lubricant, or Genuine Part the material used for the repair. The materials must
be specific for each substrate, rigid repair material
Hinges:
for rigid plastic repair, semi-rigid repair material for
Door And MoparT Engine Oil semi-rigid plastic repair and flexible repair material
Hood for flexible plastic repair.
Liftgate MoparT Multi-Purpose Lube NLGI
Grade 2 EP, GC-LB Adhesion Promoter/Surface Modifier:
Adhesion Promoters/Surface Modifiers are required
Latches:
for certain plastics. All three categories may have
Door, MoparT Multi-Purpose Lube NLG plastics that require the use of adhesion promoter/
Hood/Safety Grade 2 EP, GC-LB surface modifiers. Always follow repair material man-
Catch, Liftgate ufacturers plastic identification and repair
Seat MoparT Multi-Purpose Lube NLGI procedures.
Regulator & Grade 2 EP, GC-LB
Track SAFETY PRECAUTION AND WARNINGS
Window MoparT Spray White Lube WARNING:
System EYE PROTECTION SHOULD BE USED WHEN
Components SERVICING COMPONENTS. PERSONAL INJURY
Lock MoparT Lock Cylinder Lube CAN RESULT.
Cylinders USE AN OSHA APPROVED BREATHING MASK
Parking Brake MoparT Wheel Brg. Grease NLGI WHEN MIXING EPOXY, GRINDING, AND SPRAYING
Mechanism Grade 1, GC-LBB PAINT OR SOLVENTS IN A CONFINED AREA. PER-
SONAL INJURY CAN RESULT.
Soft Top MoparT Soft Top Zipper Cleaner &
AVOID PROLONGED SKIN CONTACT WITH
Lubricant
RESIN, PETROLEUM, OR ALCOHOL BASED SOL-
VENTS. PERSONAL INJURY CAN RESULT.
STANDARD PROCEDURE - PLASTIC BODY DO NOT VENTURE UNDER A HOISTED VEHI-
PANEL REPAIR CLE THAT IS NOT PROPERLY SUPPORTED ON
There are many different types of plastics used in SAFETY STANDS. PERSONAL INJURY CAN
todays automotive environment. We group plastics in RESULT.
three different categories: Rigid, Semi-Rigid, and
Flexible. Any of these plastics may require the use of
an adhesion promoter for repair. These types of plas- NOTE:
tic are used extensively on DaimlerChrysler Motors When holes must be drilled or cut in body pan-
vehicles. Always follow repair material manufactur- els, verify locations of internal body components
ers plastic identification and repair procedures. and electrical wiring. Damage to vehicle can result.
Do not use abrasive chemicals or compounds
Rigid Plastics: on undamaged painted surfaces around repair
Examples of rigid plastic use: Fascias, Hoods, areas. Damage to finish can result.
Doors, and other Body Panels, which include SMC,
ABS, and Polycarbonates.
Semi-Rigid Plastics:
Examples of semi-rigid plastic use: Interior Panels,
Under Hood Panels, and other Body Trim Panels.
TJ BODY 23 - 3
BODY (Cont inue d)
RIGID, SEMI-RIGID, AND FLEXIBLE PLASTIC PARTS TYPES
CODE FAMILY NAME COMMON TRADE NAME TYPICAL APPLICATION

ASA ACRYLONITRILE STYRENE LURAN S CONSOLES, GRILLES
ACRYLITE
ABS ACRYLONITRILE TERLURAN 9A9 PILLARS, CONSOLES,
BUTADIENE STYRENE GRILLES
ABS/PC ABS/PC ALLOY PULSE, PROLOY, BAYBLEND DOORS, INSTRUMENT
PANELS
ABS/PVC ABS/PV ALLOY PROLOY, PULSE, LUSTRAN, DOOR PANELS, GRILLES,
CYCLOVIN TRIM
BMC BULK MOLDING BMC FENDER EXTENSIONS
COMPOUND
EMA EHTYLENE METHYL SURLYN, EMA, IONOMER BUMPER GUARDS, PADS
ACRYLATE/IONOMER
METTON METTON METTON GRILLES, KICK PANELS,
RUNNING BOARDS
MPPO MODIFIED MPPO SPOILER ASSEMBLY
POLYPHENYLENE OXIDE
PA POLYAMID ZYTEL, VYDYNE, PA, FENDERS, QUARTER
MINLON PANELS
PET THERMOPLASTIC RYNITE TRIM
POLYESTER
PBT/PPO PBT/PPO ALLOY GERMAX CLADDINGS
PBTP POLYBUTYLENE PBT, PBTP, POCAN, VALOX WHEEL COVERS, FENDERS,
THEREPTHALATE GRILLES
PBTP/EEBC POLYBUTYLENE BEXLOY, 9M9, PBTP/EEBC FASCIAS, ROCKER PANEL,
THEREPTHALATE/EEBC MOLDINGS
ALLOY
PC POLYCARBONATE LEXAN, MERLON, CALIBRE, TAIL LIGHT LENSES, IP TRIM,
MAKROLON PC VALANCE PANELS
PC/ABS PC/ABS ALLOY GERMAX, BAY BLENDS, DOORS, INSTRUMENT
PULSE PANELS
PPO POLYPHENYLENE OXIDE AZDEL, HOSTALEN, INTERIOR TRIM, DOOR
MARLEX, PRFAX, NORYL, PANELS, SPLASH SHIELDS,
GTX, PPO STEERING COLUMN
SHROUD
PPO/PA POLYPHENYLENE/ PPO/PA, GTX 910 FENDERS, QUARTER
POLYAMID PANELS
PR/FV FIBERGLASS REINFORCED FIBERGLASS, FV, PR/FV BODY PANELS
PLASTIC
PS POLYSTYRENE LUSTREX, STYRON, PS DOOR PANELS, DASH
PANELS
RTM RESIN TRANSFER RTM BODY PANELS
MOLDING COMPOUND
SMC SHEET MOLDED SMC BODY PANELS
COMPOUND
TMC TRANSFER MOLDING TMC GRILLES
COMPOUND
23 - 4 BODY TJ
BODY (Cont inue d)
CODE FAMILY NAME COMMON TRADE NAME TYPICAL APPLICATION

UP UNSATURATED SMC, BMC, TMC, ZMC, IMC, GRILLE OPENING PANEL,
POLYESTER XSMC, UP LIFTGATES, FLARESIDE
(THERMOSETTING) FENDERS, FENDER
EXTENSIONS
EEBC ETHER/ESTER BLOCKED EEBC BUMPERS
CO-POLYMER
EEBC/PBTP EEBC/POLYBUTYLENE EEBC, PBTP, BEXLOY BUMPER, ROCKER PANELS
TEREPTHALATE
EMPP ETHYLENE MODIFIED EMPP BUMPER COVERS
POLYPROPYLENE
EPDM ETHYLENE/ EPDM, NORDEL, VISTALON BUMPERS
PROPROPYLENE DIENE
MONOMER
EPM ETHYLENE/ EPM FENDERS
PROPROPYLENE CO-
POLYMER
MPU FOAM POLYURETHANE MPU SPOILERS
PE POLYETHYLENE ALATHON, DYLAN, -
LUPOLEN, MARLEX
PP POLYPROPYLENE NORYL, AZDEL, MARLOX, INNER FENDER, SPOILERS,
(BLENDS) DYLON, PRAVEX KICK PANELS,A-PILLARS,
DOOR PANELS, B-PILLARS,
QUARTER PANELS, SPORT
BAR TRIM, LIFTGATE TRIM,
DECKLID TRIM SCUFF
PLATES, KICK PANELS,
CONSOLES
PP/EPDM PP/EPDM ALLOY PP/EPDM SPOILERS, GRILLES
PUR POLYURETHANE COLONELS, PUR, PU FASCIAS, BUMPERS
PUR/PC PUR/PC ALLOY TEXIN BUMPERS
PVC POLYVINYL CHLORIDE APEX, GEON, VINYLITE BODY MOLDINGS, WIRE
INSULATION, STEERING
WHEELS
RIM REACTION INJECTED RIM, BAYFLEX FRONT FASCIAS, MODULAR
MOLDED POLYURETHANE WINDOWS
RRIM REINFORCED REACTION PUR, RRIM FASCIAS, BODY PANELS,
INJECTED MOLDED BODY TRIMS
TPE THERMO POLYETHYLENE TPE, HYTREL, BEXLOY-V FASCIAS, BUMPERS,
CLADDINGS
TPO THERMOPOLYOLEFIN POLYTROPE, RENFLEX, BUMPERS, END CAPS,
SANTOPRENE, VISAFLEX, TELCAR, RUBBER, STRIPS,
ETA, APEX, TPO, SHIELDS, SIGHT, INTERIOR B POST
CLADDINGS
TPP THERMO-POLYPROPYLENE TPP BUMPERS
TPU THERMOPOLYURETHANE, TPU, HYTREL, TEXIN, BUMPERS, BODY SIDE,
POLYESTER ESTANE MOLDINGS, FENDERS,
FASCIAS
TJ BODY 23 - 5
BODY (Cont inue d)
PANEL SECTIONING PANEL REINFORCEMENT

If it is required to section a large panel for a plas- Structural repair procedures for rigid panels with
tic repair, it will be necessary to reinforce the panel large cracks and holes will require a reinforcement
(Fig. 1). To bond two plastic panels together, a rein- backing. Reinforcements can be made with several
forcement must overlap both panels. The panels applications of glass cloth saturated with structural
must be Vd at a 20 degree angle. The area to be adhesive. Semi-rigid or flexible repair materials
reinforced should be washed, then sanded. Be sure to should be used for semi-rigid or flexible backing rein-
wipe off any excess soap and water when finished. forcement (Fig. 2) and (Fig. 3). Open meshed fiber-
Lightly sand or abrade the plastic with an abrasive glass dry wall tape can be used to form a
pad or sandpaper. Blow off any dust with compressed reinforcement. The dry wall tape allows the resin to
air or wipe with a clean dry rag. penetrate through and make a good bond between
the panel and the adhesive. Structurally, the more
dry wall tape used, the stronger the repair.
Another kind of repair that can be done to repair
large cracks and holes is to use a scrap piece of sim-
ilar plastic and bond with structural adhesive. The
reinforcement should cover the entire break and
should have a generous amount of overlap on either
side of the cracked or broken area.
When repairing plastic, the damaged area is first
Vd out, or beveled. Large bonding areas are desir-
able when repairing plastic because small repairs are
less likely to hold permanently. Beveling the area
around a crack at a 20 degree angle will increase the
bonding surface for a repair (Fig. 4). It is recom-
mended that sharp edges be avoided because the
joint may show through after the panel is refinished.
Fig. 1 PANEL SECTIONING
1 - EXISTING PANEL
2 - NEW PANEL
3 - PANEL ADHESIVE
4 - BONDING STRIP
When bonding plastic panels, Follow repair mate-

rial manufacturers recommendations. Be sure that
enough adhesive has been applied to allow squeeze
out and to fill the full bond line. Once the pieces
have been brought together, do not move them until
the adhesive is cured. The assembly can be held
together with clamps, rivets, etc. A faster cure can be Fig. 2 SOFTENED EDGES
obtained by heating with a heat lamp or heat gun. 1 - SOFTENED EDGES
After the parts have been bonded and have had time 2 - PANEL ADHESIVE
3 - BONDING STRIP
to cure, rough sand the seam and apply the final
adhesive filler to the area being repaired. Smooth the
filler with a spreader, wooden tongue depressor, or
squeegee. For fine texturing, a small amount of
water can be applied to the filler surface while
smoothing. The cured filler can be sanded as neces-
sary and, as a final step, cleanup can be done with
soapy water. Wipe the surface clean with a dry cloth
allowing time for the panel to dry before moving on
with the repair.
Fig. 3 PANEL REINFORCEMENT

1 - PANEL ADHESIVE
2 - REINFORCEMENT
23 - 6 BODY TJ
BODY (Cont inue d)
Fig. 4 BEVELING ANGLE - 20 DEGREE

Panel repair for both flexible and rigid panels
are basically the same. The primary difference
between flexible panel repair and rigid panel repair Fig. 6 DAMAGE COMPONENT
is in the adhesive materials used (Fig. 5). 1 - PUNCTURE
The technician should first decide what needs to
be done when working on any type of body panel. PANEL SURFACE PREPARATION
One should determine if it is possible to return the If a body panel has been punctured, cracked, or
damage part to its original strength and appearance crushed, the damaged area must be removed from
without exceeding the value of the replacement part. the panel to achieve a successful repair. All spider
When plastic repairs are required, it is recom- web cracks leading away from a damaged area must
mended that the part be left on the vehicle when be stopped or removed. To stop a running crack in a
every possible. That will save time, and the panel panel, drill a 6 mm (0.250 in.) hole at the end of the
will remain stationary during the repair. Misalign- crack farthest away from the damage. If spider web
ment can cause stress in the repair areas and can cracks can not be stopped, the panel would require
result in future failure. replacement. The surfaces around the damaged area
should be stripped of paint and freed from wax and
oil. Scuff surfaces around repair area with 360 grit
wet/dry sandpaper, or equivalent, to assure adhesion
of repair materials.
PATCHING PANELS
An panel that has extensive puncture type damage
can be repaired by cutting out the damaged material
(Fig. 7). Use a suitable reciprocating saw or cut off
wheel to remove the section of the panel that is dam-
aged. The piece cut out can be used as a template to
Fig. 5 FIBERGLASS TAPE shape the new patch. It is not necessary to have
VISUAL INSPECTION access to the back of the panel to install a patch.
Composite materials can mask the severity of an Bevel edges of cutout at 20 degrees to expose a larger
accident. Adhesive bond lines, interior structure of bonding area on the outer side. This will allow for an
the doors, and steel structures need to be inspected increased reinforcement areas.
carefully to get a true damage assessment. Close
inspection may require partial removal of interior PANEL PATCH FABRICATIONS
trim or inner panels. A patch can be fabricated from any rigid fiberglass
Identify the type of repair: Puncture or Crack - panel that has comparable contour with the repair
Damage that has penetrated completely through the area. Lift gates and fenders can be used to supply
panel. Damage is confined to one general area; a patch material. If existing material is not available
panel section is not required. However, a backer or compatible, a patch can be constructed with adhe-
panel, open fiberglass tape, or matted material must sive and reinforcement mesh (dry wall tape). Perform
be bonded from behind (Fig. 7) (Fig. 6). the following operation if required:
TJ BODY 23 - 7
BODY (Cont inue d)
PANEL PATCH INSTALLATION
(1) Make a paper or cardboard pattern the size
and shape of the cutout hole in the panel.
(2) Trim 3 mm (0.125 in.) from edges of pattern so
patch will have a gap between connecting surfaces.
(3) Using the pattern as a guide, cut the patch to
size.
(4) Cut scrap pieces of patch material into 50 mm
(2 in.) squares to use as patch supports to sustain
the patch in the cutout.
(5) Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.) in
from edge of cutout hole (Fig. 7).
(6) Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.)
away from edge of patch across from holes drilled
around cutout.
Fig. 7 DAMAGED PANEL CUTOUT AND PATCH (7) Drill 3 mm (0.125 in.) holes in the support
1 - CUTOUT squares 13 mm (0.5 in.) from the edge in the center
2 - DAMAGED BODY PANEL
3 - 4 MM (0.160 IN.) HOLES
of one side.
4 - PATCH CUT TO SIZE (8) Scuff the backside of the body panel around the
cutout hole with a scuff pad or sandpaper.
(1) Cover waxed paper or plastic with adhesive (9) Mix enough adhesive to cover one side of all
backed nylon mesh (dry wall tape) larger than the support squares.
patch required (Fig. 8). (10) Apply adhesive to cover one side of all support
(2) Tape waxed paper or plastic sheet with mesh to squares.
a surface that has a compatible contour to the repair (11) Using number 8 sheet metal screws, secure
area. support squares to back side of body panel with
(3) Apply a liberal coat of adhesive over the rein- adhesive sandwiched between the panel and squares
forcement mesh (Fig. 8). If necessary apply a second (Fig. 9).
or third coat of adhesive and mesh after first coat
has cured. The thickness of the patch should be the
same as the repair area.
(4) After patch has cured, peel waxed paper or
plastic from the back of the patch.
(5) If desired, a thin film coat of adhesive can be
applied to the back of the patch to cover mesh for
added strength.
Fig. 9 SECURE SUPPORT SQUARES TO BODY

PANEL
1 - SUPPORT SQUARES
2 - SCREWS
3 - DAMAGED BODY PANEL
(12) Position patch in cutout against support

Fig. 8 FABRICATED PANEL squares and adjust patch until the gap is equal along
1 - STRUCTURAL ADHESIVE all sides (Fig. 10).
2 - FIBERGLASS CLOTH OR FIBERGLASS MESH TAPE
3 - WIDTH OF V-GROOVE (13) Drill 3 mm (0.125 in.) holes in the support
4 - WAXED PAPER squares through the pre-drilled holes in the patch.
23 - 8 BODY TJ
BODY (Cont inue d)
(14) Apply a coat of adhesive to the exposed ends
of the support squares (Fig. 11).
(15) Install screws to hold the patch to support
squares (Fig. 12). Tighten screws until patch surface
is flush with panel surface.
(16) Allow adhesive to cure, and remove all screws.
(17) Using a 125 mm (5 in.) 24 grit disc grinder,
grind a 50 mm (2 in.) to 75 mm (3 in.) wide and 2
mm (0.080 in.) deep path across the gaps around the
patch (Fig. 13). With compressed air, blow dust from
around patch.
(18) Apply adhesive backed nylon mesh (dry wall
tape) over gaps around patch (Fig. 14).
(19) Mix enough adhesive to cover the entire patch
area.
(20) Apply adhesive over the mesh around patch,
and smooth epoxy with a wide spreader to reduce fin- Fig. 11 APPLY ADHESIVE TO SUPPORT SQUARES
ish grinding. Use two to three layers of mesh and 1 - APPLICATOR
2 - SUPPORT SQUARES
adhesive to create a stronger repair (Fig. 15). 3 - ADHESIVE
Fig. 10 POSITION PATCH IN CUTOUT AND ALIGN

1 - CUTOUT Fig. 12 INSTALL SCREWS
2 - SUPPORT SQUARES 1 - PATCH
2 - GAP
PATCHED PANEL SURFACING
After patch panel is installed, the patch area can
be finished using the same methods as finishing
other types of body panels. If mesh material is
exposed in the patched area, grind surface down, and
apply a coat of high quality rigid plastic body filler.
Prime, block sand, and paint as required.
TJ BODY 23 - 9
BODY (Cont inue d)
Fig. 13 GRIND SURFACE Fig. 15 COVER MESH WITH ADHESIVE

1 - ADHESIVE
1 - PATCH
2 - MESH
2 - GAP
3 - PATCH
3 - DISC GRINDER
4 - SPREADER
STANDARD PROCEDURE - BUZZ, SQUEAK &

RATTLE
Buzz, Squeak & Rattles (BSR) may be caused by
any one or more of the following and may be cor-
rected as indicated:
Loose fasteners should be tightened to specifica-
tions.
Damaged or missing clips should be replaced.
Damaged trim panels should be replaced.
Incorrectly installed trim panels should be rein-
stalled properly.
Many BSR complaints such as loose trim, can be
serviced using the Mopart Parts BSR Noise Reduc-
tion Kit. This kit contains various tapes including
foam, flock and anti-squeak used to eliminate noises
Fig. 14 COVER GAPS WITH MESH
caused by metal, plastic and vinyl components. Long
1 - GROUND DOWN AREA life lubricants and greases can also be used on a vari-
2 - PATCH
3 - MESH ety of components. Refer to the Buzz, Squeak & Rat-
tle Kit table for material contents and usage.
BU Z Z , SQU EAK & RAT T LE K I T
ITEM FEATURES APPLICATIONS SERVICE TEMP

Itch And Squeak An abrasion resistant material Between metal and metal, -40 to 225
Tape thin enough to conform to most metal and plastic, metal and Fahrenheit
irregular surfaces. Stops most vinyl, vinyl and plastic. Interior. (-40 to 107
itches and squeaks. Examples: Trim panels and Celsius)
bezels.
23 - 10 BODY TJ
BODY (Cont inue d)
ITEM FEATURES APPLICATIONS SERVICE TEMP

Black Nylon Flock Nylon Flock with an aggressive Between metal and metal, -40 to 180
acrylic adhesive. Provides for metal and plastic, vinyl and Fahrenheit
cushioning and compression fit, plastic. (-40 to 82 Celsius)
also isolates components. Examples: Pull cups, bezels,
Water-resistant. clips, ducts, top cover to glass,
cowl panel.
High Density Tear resistant, highly resilient Between metal and metal, -40 to 180
Urethane Foam and durable. metal and plastic. Water- Fahrenheit
resistant. (-40 to 82 Celsius)
Examples: I/P, heavy metal
rattles, isolating brackets.
Open Cell Foam Soft foam conforms to irregular Wire harness and connector -40 to 180
Tape surfaces. wrap. Fahrenheit
Examples: Seals, gasket, (-40 to 82 Celsius)
wiring, heat ducts.
Closed Cell Low Soft, conformable. Water- Wherever bulk is needed. -40 to 180
Density Foam Tape resistant. Prevents closing flutters and Fahrenheit
rattles when applied to door (-40 to 82 Celsius)
watershield.
Examples: Door, I/P.
NYET Grease 880 Long life. Suspensions. -40 to 390
Examples: Strut busings, sway Fahrenheit
bars. (-40 to 200
Celsius)
KrytoxT Oil Long life. Will not dry out or When access is not possible, oil -30 to 400
harm plastics or rubber. will migrate to condition. Vinyl, Fahrenheit
rubber, plastic, metal. (-34 to 205
Examples: Convertible top Celsius)
bushings, pull cups trim panel
inserts.
KrytoxT Grease Long life. Will not dry out or Vinyl, rubber, plastic, metal, -30 to 400
harm plastics or rubber. glass. Fahrenheit
Examples: Weather-strips, (-34 to 205
backlite and windshield Celsius)
moldings.
SPECIFICATIONS - TORQUE

Body side guard/side bolts 5 45
Body side guard/support tab bolts 11 8
Hood assist spring bolt 3 25
Hood catch nuts 18 13
Hood catch bracket nuts 11 8
Hood hinge screws 24 18
Hood safety latch bolt 9 80
Bucket seat front anchor bolt 47 35
TJ BODY 23 - 11
BODY (Cont inue d)

Bucket seat rear inboard anchor bolt 74 55
Bucket seat rear outboard anchor bolt 33 25
Liftgate glass ball stud nut 13 10
Liftgate glass hinge nut 6 53
Liftgate hinge to hardtop bolt 11 8 95
Front turning loop bolt 47 35
Front retractor bolt 47 35
Rear retractor bolt 47 35
Rear turning loop bolt 47 35
Rear belt anchor bolt 47 35
Rearview mirror set screw 1 9
Rear buckle anchor bolt 43 32
Side support bar to sport bar bolts 20 15
Side support sport bar to windshield frame bolts 32 24
Sport bar bracket bolt 68 50
Sport bar speaker pod bolts 68 50
Sport bar to wheelhouse bolts 40 30
Sport bar to cargo floor bolts 40 30
Tailgate hinge screws 23 17
Tailgate striker 71 52
SPECI AL T OOLS
BODY
Trim Stick C-4755

REMOVER, MOLDINGS C-4829-A
TORX BIT SET C-4794-B

23 - 12 TAILGATE TJ
TAI LGAT E
TABLE OF CONTENTS
page page
TAILGATE OUTSIDE HANDLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 LIFTGATE GLASS WEATHERSTRIP
TAILGATE HINGE TAILGATE LOCK CYLINDER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
TAILGATE LATCH LIFTGATE GLASS SUPPORT CYLINDER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
TAILGATE LATCH STRIKER TAILGATE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
LIFTGATE GLASS HINGE ADJUSTMENTS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
LIFTGATE GLASS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
TAI LGAT E OU T SI DE H AN DLE INSTALLATION

(1) Position the seal and outside release handle on
REMOVAL the tailgate. and install screws.
(1) Remove the latch from the tailgate. (Refer to (2) Install the screws attaching the outside handle
23 - BODY/TAILGATE/LATCH - REMOVAL) to the tailgate.
(2) Remove the screws attaching the outside han- (3) Install the latch. (Refer to 23 - BODY/TAIL-
dle to the tailgate (Fig. 1). GATE/LATCH - INSTALLATION)
(3) Separate the outside handle and seal from the
tailgate.
TAI LGAT E H I N GE
REMOVAL
NOTE: Hinges may be serviced individually. If both
are to be serviced, remove/install hinges one at a
time.
(1) Using a grease pencil or equivalent, mark the

position of the hinge on the body.
(2) Remove the screws attaching the hinge to the
body and tailgate (Fig. 2).
(3) Separate the hinge from the tailgate.
INSTALLATION
NOTE: Hinges may be serviced individually. If both
Fig. 1 TAILGATE OUTSIDE HANDLE are to be serviced, remove/install hinges one at a
1 - OUTSIDE HANDLE time.
2 - SEAL
3 - TAILGATE (1) Prepare and paint the replacement hinge to
match the body paint color.
TJ TAILGATE 23 - 13
TAI LGAT E H I N GE (Cont inue d)
Fig. 2 TAILGATE HINGE Fig. 3 TAILGATE LATCH

1 - TAILGATE 1 - TAILGATE
2 - NUT PLATE 2 - OUTSIDE HANDLE ROD
3 - HINGE 3 - OUTSIDE HANDLE
4 - LATCH
5 - STRIKER
(2) Lubricate the hinge with spray lubricant. 6 - STRIKER MOUNTING BRACKET
(3) Align and position the hinge on the body and 7 - LOCK CYLINDER
tailgate. 8 - LOCK CYLINDER ROD
9 - LOCK CYLINDER RETAINER CLIP
(4) Install the screws and tighten the screws to 23 10 - LATCH COVER
Nm (200 in. lbs.).
INSTALLATION
TAI LGAT E LAT CH (1) Position the striker bracket on the body and
install the screws.
(2) Position the striker and shim washers on the
REMOVAL striker bracket.
(1) Open the tailgate and remove the latch trim
(3) Install the striker in the bracket and tighten
cover (Fig. 3).
the striker to 71 Nm (52 ft. lbs.).
(2) Disconnect the outside handle to latch rod.
(3) Disconnect the lock cylinder to latch rod.
(4) Remove the screw attaching latch to tailgate. LI FT GAT E GLASS H I N GE
(5) Separate the latch from the tailgate.
REMOVAL
INSTALLATION (1) Open tailgate.
(1) Position the latch in the tailgate. (2) Open and support liftgate glass.
(2) Install the screw attaching latch to tailgate. Do (3) Remove wiper motor cover (right hinge only).
not tighten screw. (Refer to 8 - ELECTRICAL/REAR WIPERS/WASH-
(3) Connect the lock cylinder to latch rod. ERS/REAR WIPER MOTOR TRIM COVER -
(4) Connect the outside handle to latch rod. REMOVAL)
(5) Install the latch trim cover. (4) Remove the wiper blade. (Refer to 8 - ELEC-
TRICAL/REAR WIPERS/WASHERS/REAR WIPER
BLADE - REMOVAL)
TAI LGAT E LAT CH ST RI K ER (5) Remove the nut attaching the liftgate hinge to
the liftgate glass.
REMOVAL (6) Mark the position of the hinge in the top and
(1) Remove the striker from the bracket. remove the bolts attaching the hinge to the top (Fig.
(2) Remove the shim washers from the bracket. 4).
(3) Remove the screws attaching the striker
bracket to the body.
INSTALLATION
(1) Align and position the hinge on the top and
install the bolts.
23 - 14 TAILGATE TJ
LI FT GAT E GLASS H I N GE (Cont inue d)
Fig. 5 LIFTGATE GLASS

Fig. 4 LIFTGATE HINGE 1 - LIFTGATE REAR WINDOW
2 - HARD TOP
1 - LIFTGATE HINGE
2 - LIFTGATE GLASS
INSTALLATION
(2) Install the nut attaching the liftgate hinge to Transfer all related components.
the liftgate glass and tighten to 6 Nm (53 in. lbs.). (1) If removed, install support rod ball studs and
(3) Install wiper motor cover. (Refer to 8 - ELEC- tighten the nut to 12 Nm (112 in. lbs.).
TRICAL/REAR WIPERS/WASHERS/REAR WIPER (2) Position the liftgate glass at the hard top.
MOTOR TRIM COVER - INSTALLATION) (3) Install the bolts attaching the liftgate hinge to
(4) Install the wiper blade. (Refer to 8 - ELECTRI- the hardtop and tighten to 10 Nm (95 in. lbs.).
CAL/REAR WIPERS/WASHERS/REAR WIPER (4) Install the support rod cylinders. (Refer to 23 -
BLADE - INSTALLATION) BODY/TAILGATE/SUPPORT CYLINDER - INSTAL-
LATION)
LI FT GAT E GLASS
LI FT GAT E GLASS
REMOVAL WEAT H ERST RI P
(1) Disconnect the rear defroster harness connec-
tors. DESCRIPTION
(2) Disconnect the wiper motor harness connectors. The liftgate glass weatherstrip is attached to the
liftgate glass and is not serviceable. If the liftgate
WARNING: DO NOT REMOVE THE LIFTGATE SUP-
glass weatherstrip needs to be replaced, replace the
PORT RODS WITH THE LIFTGATE CLOSED. THE
liftgate glass. (Refer to 23 - BODY/LIFTGATE
SUPPORT ROD PISTONS ARE OPERATED BY HIGH
GLASS - REMOVAL)
PRESSURE GAS AND COULD CAUSE PERSONAL
INJURY AND/OR VEHICLE DAMAGE IF THEY ARE
REMOVED WITH THE PISTONS COMPRESSED TAI LGAT E LOCK CY LI N DER
(LIFTGATE CLOSED). ONCE REMOVED, DO NOT
ATTEMPT TO DISASSEMBLE OR REPAIR THE SUP-
REMOVAL
PORT RODS.
(1) Open the tailgate.
(3) Open the tailgate and liftgate. (2) Remove the latch cover.
(4) Remove support rod cylinders. (Refer to 23 - (3) Remove the lock cylinder retainer clip.
BODY/TAILGATE/SUPPORT CYLINDER - (4) Remove the lock cylinder from the tailgate
REMOVAL) opening.
(5) Remove the bolts attaching the liftgate hinge to
the hardtop (Fig. 5). INSTALLATION
(6) Separate the liftgate glass from the hard top. (1) Position the lock cylinder in the tailgate opening.
(2) Connect the lock cylinder to latch rod.
(3) Install the lock cylinder retainer clip.
(4) Install the latch cover.
TJ TAILGATE 23 - 15
LI FT GAT E GLASS SU PPORT

CY LI N DER
REMOVAL
WARNING: DO NOT REMOVE THE LIFTGATE SUP-
PORT RODS WITH THE LIFTGATE CLOSED. THE
SUPPORT ROD PISTONS ARE OPERATED BY HIGH
PRESSURE GAS AND COULD CAUSE PERSONAL
INJURY AND/OR VEHICLE DAMAGE IF THEY ARE
REMOVED WITH THE PISTONS COMPRESSED
(LIFTGATE CLOSED). ONCE REMOVED, DO NOT
ATTEMPT TO DISASSEMBLE OR REPAIR THE SUP-
PORT RODS.
(1) Open and support the liftgate glass. Fig. 7 SUPPORT ROD CYLINDER REMOVAL
(2) Release the support rod cylinder retaining clips
1 - REAR WINDOW LIFT GLASS
at both ends of each support rod cylinder. (Fig. 6) 2 - SUPPORT CYLINDER
(3) Pull the support rods off the ball studs (Fig. 7).
(2) Install the support rod cylinder retainer clips.
TAI LGAT E
REMOVAL
(1) Remove the spare tire.
(2) Open the tailgate and remove the center high
mounted stop lamp (CHMSL) contact cover (Fig. 8).
(3) Disengage the CHMSL electrical connectors.
(4) Remove the screws that attach the tailgate
hinge to the tailgate.
(5) Separate the tailgate from the vehicle.
Fig. 6 SUPPORT ROD CYLINDER CONNECTION

1 - CLIP
2 - BALL STUD
3 - SUPPORT ROD END
INSTALLATION
(1) Position the support rod cylinders on the ball
studs.
Fig. 8 CHMSL CONTACT COVER

1 - TAILGATE
2 - COVER
3 - CHMSL CONTACT COVER BRACKET
23 - 16 TAILGATE TJ
TAI LGAT E (Cont inue d)
INSTALLATION ADJ U ST M EN T S
NOTE: If necessary, transfer tailgate related compo- ADJUSTMENT
nents. (1) Loosen the tailgate hinge-to-body screws.
(2) Align the tailgate in the body opening and
(1) Install the screws that attach the tailgate tighten the hinge screws. (Refer to 23 - BODY/BODY
hinge to the tailgate. STRUCTURE/GAP AND FLUSH - SPECIFICA-
(2) Engage the CHMSL electrical connectors.
TIONS)
(3) Install the CHMSL contact cover.
(4) Close the tailgate and install the spare tire.
TJ FULL DOOR 23 - 17
FU LL DOOR
TABLE OF CONTENTS
page page
DOOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 INSIDE HANDLE ACTUATOR
ADJUSTMENTS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . 17 LATCH
DOOR GLASS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18 LATCH STRIKER
WINDOW REGULATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18 LOCK CYLINDER
EXTERIOR HANDLE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19 TRIM PANEL
GLASS RUN CHANNEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
HINGE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
DOOR INSTALLATION
(1) Position the door in the hinge and install the
REMOVAL nuts.
(1) Open the door. (2) Connect the door restraint strap at the pin.
(2) Disconnect the door restraint strap from the
pin (Fig. 1).
ADJ U ST M EN T S
(3) Remove the nuts at the door hinge pivots and
lift the door from the body.
ADJUSTMENT
The doors are adjusted at the hinge attaching loca-
tions on either the body or the door. Enlarged holes
are located in the body (lower hinge only) for fore, aft
and tilt adjustments. Enlarged holes are also located
in the door (upper and lower hinges) for up, down,
fore, aft and tilt adjustments.
Prior to door adjustment or alignment, the door
latch must be removed to allow the door to close
freely and be properly aligned.
The door latch striker should be adjusted in or out
to allow the door latch to be fully engaged. The door
should be flush with the adjacent body panels.
Fig. 1 RESTRAINT STRAP DOOR GLASS

1 - BODY
2 - FOOTMAN LOOP REMOVAL
3 - STRAP (1) Remove the door trim panel and the waterdam.
4 - RESTRAINT PIN
(Refer to 23 - BODY/FULL DOOR/TRIM PANEL -
REMOVAL)
23 - 18 FULL DOOR TJ
DOOR GLASS (Cont inue d)
(2) Pull the door glass run channel from the door INSTALLATION
sail. (1) Position the glass in the door ensuring the
(3) Roll glass fully downward. glass is aligned in the glass run channel.
(4) Using a trim stick C-4755 or equivalent, (2) Install the screws that attach the regulator
remove the screws and remove the door sail panel arm guide to the glass.
(Fig. 2) and (Fig. 3). (3) Install the door sail panel.
(5) Roll glass 1/4 upward to access regulator arm (4) Install the run channel in the door sail.
guide. (5) Install the waterdam and the door trim panel.
(6) Remove the screws that attach the regulator (Refer to 23 - BODY/FULL DOOR/TRIM PANEL -
arm guide to the glass. INSTALLATION)
(7) Lift the glass upward while tilting inward and
remove from the door.
WI N DOW REGU LAT OR
REMOVAL
(1) Remove door glass. (Refer to 23 - BODY/FULL
DOOR/DOOR GLASS - REMOVAL)
(2) Loosen the bolts in the slotted holes (Fig. 4).
(3) Remove the bolts attaching the regulator to the
door inner panel.
(4) Lift the regulator upward to free it from the
slotted holes in the door inner panel.
(5) Lower the regulator and remove it through the
access hole in the door inner panel (Fig. 5).
Fig. 2 DOOR SAIL SCREWS

1 - DOOR SAIL
2 - DOOR
Fig. 4 WINDOW REGULATOR BOLTS

1 - LOOSEN BOLTS
2 - REMOVE BOLTS
INSTALLATION
(1) Position the regulator in the door.
(2) Align regulator bolts into slotted holes.
(3) Install bolts attaching regulator to the inner
Fig. 3 DOOR SAIL REMOVAL door panel.
1 - DOOR FRAME (4) Tighten the bolts in the slotted holes.
2 - TRIM STICK (5) Install door glass. (Refer to 23 - BODY/FULL
3 - DOOR SAIL
DOOR/DOOR GLASS - INSTALLATION)
WI N DOW REGU LAT OR (Cont inue d)
Fig. 5 REGULATOR REMOVAL

1 - DOOR
2 - REGULATOR ASSEMBLY
EX T ERI OR H AN DLE
Fig. 6 GRAB HANDLE SUPPORT BRACKET
REMOVAL
1 - FULL DOOR
(1) Remove the door trim panel. (Refer to 23 - 2 - GRAB HANDLE BRACKET
BODY/FULL DOOR/TRIM PANEL - REMOVAL) 3 - TRIM PANEL
(2) Position the window in the full upward posi- 4 - NUT
tion.
(3) Remove the grab handle support bracket (Fig.
6).
(4) Peel back the waterdam from the door inner
panel to access the door latch.
(5) Disconnect from the latch, the inside lock knob
to latch rod and, the outside release handle to latch
rod.
(6) Disengage tail of retainer from handle keeper.
(7) Using a long flat blade, tap the handle keepers
upward and remove from the door handle (Fig. 7).
(8) Remove the latch release rod from the door
handle.
(9) Separate the handle and gasket from the door.
INSTALLATION
(1) Engage the latch release rod to the door han- Fig. 7 OUTSIDE DOOR HANDLE REMOVAL
dle.
1 - TAIL
(2) Position the gasket and handle in the door. 2 - OUTSIDE HANDLE
(3) Slide the keepers into the door handle from the 3 - RETAINER
top. 4 - HANDLE KEEPER
5 - DOOR
(4) Lower the window.
(5) Using a long flat blade, lightly tap the handle (9) Install the grab handle support bracket.
keepers downward to secure the handle. The tail of (10) Install the door trim panel. (Refer to 23 -
the retainer must be positioned on the 2nd or 3rd BODY/FULL DOOR/TRIM PANEL - INSTALLA-
step from the bottom on the handle keeper. TION)
(6) Raise the window.
(7) Connect to the latch, the inside lock knob to
latch rod and, the outside release handle to latch rod.
(8) Reposition the waterdam
GLASS RU N CH AN N EL H I N GE
REMOVAL REMOVAL
(1) Lower the window. (1) Remove the door. (Refer to 23 - BODY/FULL
(2) Using a trim stick C-4755 or equivalent, care- DOOR/DOOR - REMOVAL)
fully pry the glass run channel weatherstrip from the (2) Using a grease pencil or equivalent, mark the
window opening frame. outline of the existing hinge on the body and the door
(3) Remove the door glass. (Refer to 23 - BODY/ for installation alignment reference.
FULL DOOR/DOOR GLASS - REMOVAL) (3) Remove the nut from the upper hinge pin (Fig.
(4) Grasp the glass run channel weatherstrip in 9).
the door (Fig. 8) and pull from the channel.
NOTE: When removing the door or hinge DO NOT
discard the plastic shims or the hinge pin.
(4) Remove the hinge-to-body screws and the

hinge-to-door screws. Remove the hinge from the
door and body. Support the door as necessary. The
upper hinge is integrated with the windshield hinge.
When removing it, support the windshield frame
with an appropriate device prior to removal.
Fig. 8 FULL DOOR GLASS RUN CHANNEL

WEATHERSTRIP
1 - WINDOW GLASS
2 - REGULATOR
3 - GROMMET
4 - GLASS RUN CHANNEL WEATHERSTRIP
5 - DOOR
INSTALLATION
Fig. 9 FULL DOOR HINGE
NOTE: Applying a small amount of lubricant to the 1 - HINGE HALF
weatherstrip may ease the installation. 2 - HINGE HALF
3 - TAPPING PLATE
4 - HINGE HALF
(1) Position the weatherstrip in the lower door 5 - HINGE HALF
channels and press into place.
(2) Install the door glass. (Refer to 23 - BODY/ INSTALLATION
FULL DOOR/DOOR GLASS - INSTALLATION)
(1) Clean the replacement hinge with an appropri-
(3) Position the weatherstrip in the window open-
ate solvent and dry it with compressed air.
ing frame and press into place.
(2) Paint the hinge to match the vehicle body.
NOTE: Ensure that the glass is seated properly. (3) Lubricate the hinge with spray lubricant.
Improperly seated door glass will result in high (4) Position the hinge on the door, align carefully
glass roll-up/roll-down effort. with the wax pencil installation alignment reference
marks, and install the screws.
H I N GE (Cont inue d)
(5) Position the hinge on the vehicle body. Align LAT CH
the wax pencil marks installation alignment refer-
ence marks. Install the screws.
REMOVAL
(6) Install the door. (Refer to 23 - BODY/FULL
(1) Remove trim panel. (Refer to 23 - BODY/FULL
DOOR/DOOR - INSTALLATION)
DOOR/TRIM PANEL - REMOVAL)
(7) Inspect the windshield alignment after hinge
(2) Roll window to full upward position.
installation.
(3) Disconnect the lock cylinder to latch rod. (Fig.
(8) Inspect the door alignment and adjust, if nec-
11)
essary. (Refer to 23 - BODY/FULL DOOR/DOOR -
(4) Disconnect the lock knob to latch rod.
ADJUSTMENTS)
(5) Disconnect the outside handle to latch release
rod.
I N SI DE H AN DLE ACT U AT OR (6) Remove the screws attaching the latch to the
door.
(7) Lower the latch in the door and disconnect the
REMOVAL
inside handle to latch rod.
(1) Remove the torx screw attaching the inside
(8) Remove the latch from the door.
handle to the door.
(2) Carefully pull the handle from the door.
(3) Disconnect the latch rods from the handle (Fig.
10).
Fig. 11 DOOR LATCH ASSEMBLY

1 - RELEASE ROD
2 - SCREWS (3)
3 - LATCH ASSEMBLY
Fig. 10 INSIDE HANDLE ACTUATOR 4 - LOCK ROD
1 - LOCK KNOB TO LATCH ROD
2 - U-NUT INSTALLATION
3 - HALF DOOR TRIM PANEL
4 - INSIDE RELEASE HANDLE TO LATCH ROD (1) Position the latch in the door.
(2) Connect the inside handle to latch rod.
INSTALLATION (3) Install the screws attaching the latch to the
(1) Connect the latch rods to the handle. door.
(2) Position handle and seal in door. (4) Position the door weatherstrip in place, apply
(3) Install the torx screw attaching the inside han- adhesive as necessary.
dle the to door. (5) Connect the outside handle to latch rod.
(6) Connect the lock knob to latch rod.
(7) Connect the lock cylinder to latch rod.
(8) Install trim panel. (Refer to 23 - BODY/FULL
DOOR/TRIM PANEL - INSTALLATION)
LAT CH ST RI K ER T RI M PAN EL
REMOVAL REMOVAL
(1) Remove the screws attaching the striker to the (1) Lower the window.
body. (2) Remove the clip attaching the window glass
(2) Separate the striker and the spacer from the regulator handle to the regulator. Remove the han-
body (Fig. 12). dle.
(3) Remove the screws attaching trim panel to
door (Fig. 13).
(4) Using a special tool C-4829 or equivalent,
remove push-in fasteners attaching trim panel to
door.
(5) Lift the trim panel upward and separate the
trim panel from the door.
Fig. 12 LATCH STRIKER

1 - STRIKER
2 - SPACER
3 - BODY
INSTALLATION
(1) Position the striker and the spacer on the body.
(2) Install the screws attaching the striker and
spacer to the body.
LOCK CY LI N DER
REMOVAL Fig. 13 FULL
(1) Remove trim panel. (Refer to 23 - BODY/FULL 1 - FULL DOOR
DOOR/TRIM PANEL - REMOVAL) 2 - GRAB HANDLE BRACKET
(2) Peel back waterdam. 3 - TRIM PANEL
4 - NUT
(3) Disconnect lock cylinder to latch rod.
(4) Remove lock cylinder retaining clip.
(5) Remove the lock cylinder from the door.
INSTALLATION
(1) Position the trim panel on the door.
(2) Press the push-in fasteners attaching trim
INSTALLATION
panel to door into place.
(1) Install the lock cylinder in the door.
(3) Install the screws attaching trim panel to door.
(2) Install lock cylinder retaining clip.
(4) Position the clip on regulator handle and
(3) Connect lock cylinder to latch rod.
install the handle on the regulator.
(4) Secure the waterdam to the door.
(5) Install trim panel. (Refer to 23 - BODY/FULL
DOOR/LOCK CYLINDER - INSTALLATION)
TJ HALF DOOR 23 - 23
H ALF DOOR
TABLE OF CONTENTS
page page
DOOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 LATCH
WINDOW INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 LATCH STRIKER
EXTERIOR HANDLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 LOCK CYLINDER
HINGE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24 TRIM PANEL
INSIDE HANDLE ACTUATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
DOOR WI N DOW
REMOVAL REMOVAL
(1) Open the door. (1) Open the door.
(2) Disconnect the door restraint strap from the (2) Grasp the window at both front and rear edges
pin (Fig. 1). and firmly lift upward (Fig. 2).
(3) Remove the nuts at the door hinge pivots and
lift the door from the body.
Fig. 1 RESTRAINT STRAP

1 - BODY
2 - FOOTMAN LOOP Fig. 2 HALF WINDOW
3 - STRAP
4 - RESTRAINT PIN INSTALLATION
(1) Starting at the most forward alignment pin,
INSTALLATION position the window alignment pins into the restraint
(1) Position the door in the hinge and install the sleeves and push downward until seated.
nuts.
(2) Connect the door restraint strap at the pin.
(3) Check for proper operation.
23 - 24 HALF DOOR TJ
EX T ERI OR H AN DLE
REMOVAL
(1) Remove trim panel. (Refer to 23 - BODY/HALF
DOOR/TRIM PANEL - REMOVAL)
(3) Remove screws attaching the outside handle to
the door.
(4) Separate the outside handle and seal from the
door.
INSTALLATION
(1) Position the outside handle and seal in the
door.
(2) Install screws attaching the outside handle to
the door.
Fig. 3 INSIDE HANDLE ACTUATOR
(3) Connect the outside handle to latch rod.
(4) Install trim panel. (Refer to 23 - BODY/HALF 1 - LOCK KNOB TO LATCH ROD
2 - U-NUT
DOOR/TRIM PANEL - INSTALLATION) 3 - HALF DOOR TRIM PANEL
4 - INSIDE RELEASE HANDLE TO LATCH ROD
H I N GE (5) Using a trim stick or equivalent, pry back the

door weatherstrip at the latch to access the screw
DESCRIPTION attaching the latch to the door.
The service procedures for the half door hinge are (6) Remove the screws attaching the latch to the
the same as the full door hinge. (Refer to 23 - BODY/ door (Fig. 5).
FULL DOOR/HINGE - REMOVAL) and (Refer to 23 - (7) Lower the latch in the door and disconnect the
BODY/FULL DOOR/HINGE - INSTALLATION). inside handle to latch rod.
(8) Remove the latch from the door.
I N SI DE H AN DLE ACT U AT OR
REMOVAL
(1) Remove the torx screw attaching the inside
handle to the door.
(2) Carefully pull handle from door.
(3) Disconnect the latch rods from the handle (Fig.
3).
INSTALLATION
(1) Connect the latch rods to the handle.
(2) Position handle and seal in door.
(3) Install the torx screw attaching the inside han-
dle the to door.
Fig. 4 HALF DOOR LATCH RODS
LAT CH 1 - LOCK CYLINDER
2 - HALF DOOR
3 - HALF DOOR
REMOVAL 4 - LATCH
(1) Remove trim panel. (Refer to 23 - BODY/HALF 5 - LOCK CYLINDER TO LATCH ROD
6 - LOCK CYLINDER
DOOR/TRIM PANEL - REMOVAL) 7 - RETAINER
(2) Disconnect the lock cylinder to latch rod (Fig. 8 - OUTSIDE HANDLE
4). 9 - INSIDE HANDLE TO LATCH ROD
10 - INSIDE LOCK TO LATCH ROD
(3) Disconnect the lock knob to latch rod.
TJ HALF DOOR 23 - 25
LAT CH (Cont inue d)
Fig. 5 DOOR LATCH

1 - LATCH Fig. 6 LATCH STRIKER
2 - HALF DOOR 1 - STRIKER
2 - SPACER
INSTALLATION 3 - BODY
(1) Position the latch in the door.
(2) Connect the inside handle to latch rod. INSTALLATION
(3) Install the screws attaching the latch to the (1) Install the lock cylinder in the door.
door. (2) Install lock cylinder retaining clip.
(4) Position the door weatherstrip in place, apply (3) Connect lock cylinder to latch rod.
adhesive as necessary. (4) Install trim panel. (Refer to 23 - BODY/HALF
(5) Connect the outside handle to latch rod. DOOR/TRIM PANEL - INSTALLATION)
(6) Connect the lock knob to latch rod.
(7) Connect the lock cylinder to latch rod (Fig. 4).
(8) Install trim panel. (Refer to 23 - BODY/HALF
T RI M PAN EL
DOOR/TRIM PANEL - INSTALLATION)
REMOVAL
(1) Remove half door window. (Refer to 23 - BODY/
LAT CH ST RI K ER HALF DOOR/WINDOW - REMOVAL)
(2) Rotate window retainer sleeves 90. Using a
REMOVAL trim stick C-4755 or equivalent, pry sleeve retainers
(1) Remove the screws attaching the striker to the from door.
body. (3) Remove the screws attaching trim panel to
(2) Separate the striker and the spacer from the door.
body (Fig. 6). (4) Using a trim stick C-4829 or equivalent,
remove push-in fasteners attaching trim panel to
INSTALLATION door.
(1) Position the striker and the spacer on the body. (5) Separate the trim panel from the door.
(2) Install the screws attaching the striker and
spacer to the body. INSTALLATION
(1) Position the trim panel on the door.
(2) Press the push-in fasteners attaching trim
LOCK CY LI N DER panel to door into place.
(3) Install the screws attaching trim panel to door.
REMOVAL (4) Position retainer sleeves into door. Rotate
(1) Remove trim panel. (Refer to 23 - BODY/HALF retainer sleeves 90 to secure into place.
DOOR/TRIM PANEL - REMOVAL) (5) Install half door window. (Refer to 23 - BODY/
(2) Disconnect lock cylinder to latch rod (Fig. 4). HALF DOOR/WINDOW - INSTALLATION)
(3) Remove lock cylinder retaining clip.
(4) Remove the lock cylinder from the door.
23 - 26 EXTERIOR TJ
EX T ERI OR
TABLE OF CONTENTS
page page
BODY DECALS SIDE VIEW MIRROR

INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 26 WHEEL OPENING FLARE MOLDING
COWL GRILLE AND SCREEN REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 27 EXHAUSTER
RIGHT FRONT FENDER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 27 BODY SIDE GUARD
LEFT FRONT FENDER REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 28 SIDE STEP
RADIATOR GRILLE PANEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 30 LICENSE PLATE BRACKET
WHEELHOUSE SPLASH SHIELD REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 30
BODY DECALS INSTALLATION

(1) The area that will be covered by the decal must
DESCRIPTION be cleaned with an cleaning solution to remove any
TJ decals are durable tape decals with a adhesive residue paint. Freshly painted surfaces must be thor-
backing. oughly dry.
To eliminate blisters and air bubbles in a decal, (2) Clean painted surface with a commercial wax
pierce them with a needle or pin. Force the trapped and silicone removal solution. Wipe surface with a
air out of the hole. clean cloth and allow to dry.
A heat gun can also be used to remove small wrin- (3) Position decal and carrier on panel and hold it
kles and irregularities in a decal. in-place with pieces masking tape.
(4) Lift the bottom edge of the decal and carrier,
REMOVAL use the tape sections as hinges, and reverse the posi-
tion of the decal and carrier.
NOTE: The key to successful decal removal is to
apply heat to area and slowly peel the decal from CAUTION: Always remove the carrier from the tape
panel. stripe/decal, never remove the tape stripe/decal
from the carrier.
(1) Clean the surface as necessary.
(2) Place a piece of masking tape above or below (5) Bend a corner of the carrier outward, separate
the decal as a reference mark. the corner of the carrier from the decal.
(3) Start at one end of the decal and apply heat (6) Using the masking tape on the body panel,
with a heat gun. Slowly peel the decal from the panel align the decal.
by pulling it back. Do not pull the decal outward (7) Separate the carrier from one end of the decal.
from the panel. (8) Hold tape decal firmly against the panel sur-
face while separating the carrier from the decal.
(9) Inspect tape decal with reflected light to check
for defects that could have developed during the
installation process. Remove all air and/or moisture
bubbles.
TJ EXTERIOR 23 - 27
COWL GRI LLE AN D SCREEN RI GH T FRON T FEN DER

REMOVAL REMOVAL
(1) Remove the wiper arms. (Refer to 8 - ELEC- (1) Remove the battery tray. (Refer to 8 - ELEC-
TRICAL/WIPERS/WASHERS/WIPER ARMS - TRICAL/BATTERY SYSTEM/TRAY - REMOVAL)
REMOVAL) (2) Remove the air cleaner housing.
(3) Remove the bolts attaching the Power Distribu-
CAUTION: Use masking tape or equivalent on the tion Center (PDC) to the fender.
wiper arm pivots to prevent damage to the cowl (4) Disengage the PDC wire harness retainers on
grille paint. the battery tray and fender.
(5) Move and secure the PDC.
(2) Remove the four screws at the rear of the cowl (6) Disengage the high pressure air conditioning
grille. line retainer on the fender.
(3) Open the hood and remove the screws that (7) Disengage the front end lighting wire harness
attach the cowl grille and screen to the cowl (Fig. 1). retainers on the fender.
(4) Remove the grille and screen from the cowl. (8) Disengage the battery temperature sensor con-
nector.
(9) Disengage the vacuum line at the reservoir
under the battery tray reinforcement bracket.
(10) Disengage the headlamp wire connector.
(11) Route the fog lamp (if equipped), park lamp
and side marker wire harness through the access
hole in the fender well.
(12) If equipped, remove the fender flare exten-
sion.
(13) Remove the bolts attaching the fender to the
cowl (Fig. 2).
battery tray reinforcement bracket.
grille.
(16) Separate the fender from the vehicle.
Fig. 1 COWL GRILLE AND SCREEN
INSTALLATION
1 - COWL GRILLE
2 - COWL GRILLE SCREEN Transfer all related components. Replace harness
3 - COWL retainers if damaged.
4 - U NUT (1) Position the fender on the vehicle.
5 - DASH PANEL TIE ROD
6 - U NUT (2) Install the bolts attaching the fender to the
grille.
INSTALLATION (3) Install the bolts attaching the fender to the
battery tray reinforcement bracket.
NOTE: When installing the cowl grille, ensure the (4) Install the bolts attaching the fender to the
snorkels on the cowl are positioned correctly and in cowl.
good condition. Misaligned or damaged seals may (5) If equipped, install the fender flare extension
allow water to enter the HVAC. and body side molding.
(1) Position the cowl screen and grille on the cowl. and side marker wire harness through the access
(2) Install the screws that attach the grille and hole in the fender well. Seat the grommet.
screen to the cowl. (7) Engage the headlamp wire connector.
(3) Remove the tape from the wiper pivots and (8) Engage the battery temperature sensor connec-
install the wiper arms. (Refer to 8 - ELECTRICAL/ tor.
WIPERS/WASHERS/WIPER ARMS - INSTALLA- (9) Engage the vacuum line at the reservoir under
TION) the battery tray reinforcement bracket.
(10) Position the front end lighting wire harness
into the retainers on the fender. Engage the retainers
to secure.
23 - 28 EXTERIOR TJ
RI GH T FRON T FEN DER (Cont inue d)
Fig. 2 FRONT FENDER

1 - REINFORCEMENT 5 - FENDER
2 - BATTERY TRAY 6 - TRAY
3 - BODY 7 - RADIATOR GRILLE PANEL
4 - REINFORCEMENT
(11) Position the high pressure air conditioning (5) Remove the bolts attaching the ABS Hydraulic
line into the retainer on the fender. Engage the Control Unit (HCU) to the support tray.
retainer to secure. (6) Secure the HCU.
(12) Position the PDC on the fender and install the (7) Remove the HCU tray.
bolts. (8) Disengage the front end lighting wire harness
(13) Position the PDC wire harness into the retainers on the fender.
retainers on the fender and battery tray. Engage the (9) Disengage the headlamp wire connector.
retainers to secure. (10) Route the fog lamp (if equipped), park lamp
(14) Install the air cleaner housing. and side marker wire harness through the access
(15) Install the battery tray. (Refer to 8 - ELEC- hole in the fender well.
TRICAL/BATTERY SYSTEM/TRAY - INSTALLA- (11) Remove the bolts attaching the fender to the
TION) cowl (Fig. 3).
HCU tray reinforcement bracket.
LEFT FRON T FEN DER (13) Remove the bolts attaching the fender to the
grille.
REMOVAL (14) Separate the fender from the vehicle.
(1) Disconnect the negative terminal on the bat-
tery. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/ INSTALLATION
CABLES - REMOVAL) Transfer all related components. Replace harness
(2) Remove the windshield washer reservoir. retainers if damaged.
(3) Remove horns. (Refer to 8 - ELECTRICAL/ (1) Position the fender on the vehicle.
HORN/HORN - REMOVAL) (2) Install the bolts attaching the fender to the
(4) Remove EVAP canister. grille.
TJ EXTERIOR 23 - 29
LEFT FRON T FEN DER (Cont inue d)
Fig. 3 FRONT FENDER

1 - REINFORCEMENT 5 - FENDER
2 - BATTERY TRAY 6 - TRAY
3 - BODY 7 - RADIATOR GRILLE PANEL
4 - REINFORCEMENT
(3) Position the front end lighting wire harness RADI AT OR GRI LLE PAN EL
into the retainers on the fender. Engage the retainers
to secure.
REMOVAL
(4) Install the bolts attaching the fender to the
(1) Remove the front crossmember cover.
HCU tray reinforcement bracket.
(2) Remove the crossmember valence cover.
(5) Install the bolts attaching the fender to the
(3) Remove the radiator overflow bottle.
cowl.
(4) Remove the bolts that attach the radiator and
(6) If equipped, install the body side molding.
shroud from the grille panel.
(5) If A/C equipped:
and side marker wire harness through the access
(a) Evacuate the system.
hole in the fender well. Seat the grommet.
(b) Disconnect the high and low pressure lines
(8) Engage the headlamp wire connector.
at the quick disconnect couplings.
(9) Install the HCU tray.
(c) Cover (cap) the lines to prevent contamina-
(10) Position the HCU on the support tray and
tion.
install the bolts.
(6) Remove the bolts attaching the radiator sup-
(11) Install EVAP canister.
port rods to the grille panel.
(12) Install horns. (Refer to 8 - ELECTRICAL/
(7) Disconnect the head lamp, turn signal, marker
HORN/HORN - INSTALLATION)
lamp and horn wire harness connectors.
(13) Engage horn wire connectors.
(8) Remove the bolts attaching the fenders to the
(14) Install the windshield washer reservoir.
grille panel.
(15) Connect the negative terminal on the battery.
(9) Remove the bolt attaching the grille to the
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/CA-
frame mount.
BLES - INSTALLATION)
(10) Separate the grille from the vehicle.
23 - 30 EXTERIOR TJ
RADI AT OR GRI LLE PAN EL (Cont inue d)
INSTALLATION
Transfer all related components.
(1) Position the grille panel on the vehicle. Ensure
the rubber support bumpers are aligned (Fig. 4).
(2) Install the bolt attaching the grille to the frame
mount.
(3) Install the bolts attaching the fenders to the
grille panel.
(4) Connect the head lamp, turn signal, marker
lamp and horn wire harness connectors.
(5) Install the bolts attaching the radiator support
rods to the grille panel.
(6) If A/C equipped:
(a) Connect the high and low pressure lines at
the quick disconnect couplings.
(b) Evacuate and charge the system.
Fig. 5 Wheelhouse Splash Shield
(7) Install the radiator and shroud to the grille
1 - BODY
panel. 2 - WHEELHOUSE SPLASH SHIELD
(8) Install the radiator overflow bottle. 3 - PUSH-IN FASTENERS
(9) Install the crossmember valence cover. 4 - RIVET
(10) Install the front crossmember cover.
INSTALLATION
(1) Position the splash shield in the wheelhouse.
(2) Press the splash shield push-in fasteners into
place.
(3) Attach the splash shield to the wheelhouse
with push pins.
SI DE V I EW M I RROR
REMOVAL
(1) Remove the screws attaching the mirror to the
door hinge (Fig. 6).
(2) Remove the mirror from the door hinge.
(3) Disconnect the electrical connector, if equipped.
Fig. 4 GRILLE BUMPERS INSTALLATION

1 - GRILLE PANEL
(1) Clean the door hinge-mirror base contact sur-
2 - BUMPER face.
(2) Position the mirror base at the door hinge.
WH EELH OU SE SPLASH (3) Install the three screws attaching the mirror
base to the door hinge.
SH I ELD
REMOVAL
(1) Remove the plastic push pins that attach the
splash shield to the wheelhouse (Fig. 5).
(2) Remove the push-in fasteners attaching the
splash shield to the wheelhouse. (The push-in fasten-
ers are molded into the splash shield.)
(3) Remove the splash shield from the wheelhouse.
TJ EXTERIOR 23 - 31
WH EEL OPEN I N G FLARE M OLDI N G (Cont inue d)
WH EEL OPEN I N G FLARE

M OLDI N G
REMOVAL
(1) Remove the side marker lamp. (Refer to 8 -
ELECTRICAL/LAMPS/LIGHTING - EXTERIOR/
MARKER LAMP UNIT - REMOVAL)
(2) Remove the screws that attach the flare to the
front fender or rear wheelhouse (Fig. 7).
(3) Separate the flare from the body.
INSTALLATION
(1) Clean the contact surface on the body.
(2) Clean the contact surface on the flare and posi-
tion it on the front fender or wheelhouse.
(3) Install the screws attaching the flares to the
front fender or wheelhouse.
(4) If removed, install the side marker lamp.
Fig. 6 SIDE VIEW MIRROR

1 - MIRROR ASSEMBLY
2 - SCREWS (3)
Fig. 7 FENDER FLARES

1 - U-NUT 5 - RIVET
2 - FENDER FLARE 6 - NUTSERT
3 - NUTSERT 7 - FENDER FLARE
4 - SPLASH SHIELD 8 - U-NUT
23 - 32 EXTERIOR TJ
EX H AU ST ER
REMOVAL
(1) Remove the spare tire carrier. (Refer to 22 -
TIRES/WHEELS/TIRES/SPARE TIRE CARRIER -
REMOVAL)
(2) Using a trim stick C-4755 or equivalent, sepa-
rate the exhauster from the tailgate. (Fig. 8)
Fig. 9 SIDE GUARD - LOWER

1 - BODY SIDE GUARD
2 - SUPPORT TABS (5)
3 - BODY FLOOR SILL
4 - BOLTS (5)
Fig. 8 BODY EXHAUSTER

1 - TAILGATE HANDLE
2 - EXHAUSTER OPENING
3 - EXHAUSTER
INSTALLATION
(1) Install the exhauster and seat fully.
(2) Install the spare tire carrier. (Refer to 22 -
TIRES/WHEELS/TIRES/SPARE TIRE CARRIER -
INSTALLATION)
BODY SI DE GU ARD
Fig. 10 SIDE GUARD - UPPER
REMOVAL 1 - DOOR
(1) Remove the bolts from the lower support tabs. 2 - SIDE GUARD BOLTS (5)
3 - BODY SIDE GUARD
(Fig. 9)
(2) Remove the side bolts and remove the side
guard. (Fig. 10) SI DE ST EP
INSTALLATION REMOVAL
(1) Install the body side guard and install the side (1) Remove the bolts that attach the side step to
bolts. the frame (Fig. 11).
(2) Tighten the bolts to 5 Nm (45 in. lbs.). (2) Tilt the step down and disengage the tabs from
(3) Install the support tab bolts and tighten to 11 the frame slots.
Nm (8 ft. lbs.).
TJ EXTERIOR 23 - 33
SI DE ST EP (Cont inue d)
Fig. 11 SIDE STEP Fig. 12 LICENSE PLATE BRACKET

1 - FRAME SLOTS 1 - BOLTS (4)
2 - SIDE STEP 2 - BRACKET
3 - BOLTS
4 - STEP MOUNTING TABS
INSTALLATION
(1) Position the side step on the frame and engage
the mounting tabs into the frame slots.
(2) Install the bolts that attach the side step to the
frame and tighten to 21 Nm (15 ft. lbs.).
LI CEN SE PLAT E BRACK ET

REMOVAL
(1) If installed, remove the license plate.
(2) Remove the four screws attaching the license
plate bracket to the body (Fig. 12).
(3) On export models remove the bolts and nuts.
(Fig. 13) Fig. 13 LICENSE PLATE BRACKET - EXPORT
(4) Separate the bracket from the body.
1 - NUTS (4)
(5) Disconnect the electrical connectors, if 2 - BOLTS (2)
equipped. 3 - BUMPER
5 - LICENSE PLATE BRACKET
INSTALLATION 6 - BOLTS (4)
(1) Connect the electrical connectors, if equipped.
(2) Position the bracket on the body.
(3) Install the four screws attaching the license
plate bracket to the body.
(4) On export models, install the six bolts and four
nuts.
(5) If removed, install the license plate.
23 - 34 HOOD TJ
H OOD
TABLE OF CONTENTS
page page
HINGE ADJUSTMENTS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . 34
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 34 HOOD SAFETY LATCH
HOOD REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 34
H I N GE H OOD
REMOVAL REMOVAL
(1) Remove the wiper arms. (Refer to 8 - ELEC- (1) Raise and support the hood.
TRICAL/WIPERS/WASHERS/WIPER ARMS - (2) Disconnect the underhood lamp wire harness
REMOVAL) connector.
(2) Remove the cowl panel and screen. (Refer to 23 (3) Disconnect the windshield washer nozzles.
- BODY/EXTERIOR/COWL GRILLE AND SCREEN - (4) Disconnect the ground strap.
REMOVAL) (5) Mark the position of the hinges on the hood for
(3) Remove the bolts attaching the hinge to the installation alignment reference.
cowl. (6) Remove the screws attaching the hood to the
(4) Using a wax pencil, mark the position of the hinge and remove the hood (Fig. 1).
hinge on the hood for installation alignment refer- (7) If the hood must be replaced, remove and
ence. transfer the insulator panel, hinges, latches,
(5) Remove the screws attaching the hinge to the bumpers, brackets, footman loop, hood lamp, support
hood (Fig. 1). rod, and safety latch to the replacement hood (Fig.
(6) Separate the hinge from the hood. 1).
(1) Prepare and paint the replacement hinge to (1) Position the hood on the vehicle and install the
match the body paint color. screws attaching the hinge to the hood.
(2) Align the hinge with the installation reference (2) Align the hinges with the installation reference
marks on the hood marks on the hood and tighten the hinge screws to
(3) Install the screws attaching the hinge to the 24 Nm (18 ft. lbs.).
hood and cowl and tighten the to 24 Nm (18 ft. lbs.). (3) Connect the underhood lamp wire harness con-
(4) Install the bolts attaching the hinge to the nector.
cowl. (4) Connect the windshield washer nozzles.
(5) Install the cowl panel and screen. (Refer to 23 - (5) Connect the ground strap.
BODY/EXTERIOR/COWL GRILLE AND SCREEN -
INSTALLATION)
(6) Install the wiper arms. (Refer to 8 - ELECTRI- ADJ U ST M EN T S
CAL/WIPERS/WASHERS/WIPER ARMS - INSTAL-
LATION) ADJUSTMENT
The hood hinge screw holes are oversized to facili-
tate hood adjustment movement.
(1) Loosen the screws.
(2) Move the hood in the direction(s) required for
correct alignment.
(3) Tighten the screws.
TJ HOOD 23 - 35
H OOD (Cont inue d)
Fig. 1 HOOD COMPONENTS

1 - WINDSHIELD REST BUMPER 5 - HOOD CATCH
2 - HOOD HINGE 6 - PROP ROD
3 - HOOD 7 - WINDSHIELD HOOD DOWN LOOP
4 - HOOD CATCH BRACKET
H OOD SAFET Y LAT CH

REMOVAL
(1) Raise and support the hood.
(2) Remove the bolt attaching the safety latch to
the hood (Fig. 2).
(3) Remove the latch from the hood.
INSTALLATION
(1) Position the latch on the hood.
(2) Install the bolt attaching the safety latch to the
hood and tighten to 9 Nm (80 in. lbs.).
(3) Remove the support rod and close the hood.
Fig. 2 HOOD SAFETY LATCH

1 - SAFETY LATCH
2 - HOOD
23 - 36 INSTRUMENT PANEL TJ
I N ST RU M EN T PAN EL
TABLE OF CONTENTS
page page
ACCESSORY SWITCH BEZEL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 43

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 GLOVE BOX CHECK STRAP
AXLE LOCK SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 44
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 37 GLOVE BOX LATCH STRIKER
DIAGNOSIS AND TESTING - AXLE LOCK INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 45
SWITCH ...................... . . . . . . 37 GRAB HANDLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
BASE TRIM GRAB HANDLE BEZEL
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
CENTER BEZEL INSTRUMENT PANEL ASSEMBLY
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
CLUSTER BEZEL STEERING COLUMN OPENING COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
GLOVE BOX TOP COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 42 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 50
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
ACCESSORY SWI T CH BEZ EL (3) Remove the four screws that secure the acces-
sory switch bezel to the instrument panel (Fig. 1).
REMOVAL
INJURY.
Fig. 1 ACCESSORY SWITCH BEZEL
cable. 2 - BEZEL
(2) Remove the center bezel from the instrument 3 - WIRE HARNESS
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ 4 - ELECTRICAL CONNECTORS (7)
CENTER BEZEL - REMOVAL).
TJ INSTRUMENT PANEL 23 - 37
ACCESSORY SWI T CH BEZ EL (Cont inue d)
(4) Pull the accessory switch bezel away from the OPERATION
instrument panel far enough to access the instru- The Axle Lock switch receives battery current on a
ment panel wire harness connectors. fused B(+) circuit from a fuse in the Power Distribu-
(5) Disconnect the instrument panel wire harness tion Center (PDC). The switch is grounded at all
connectors from the connector receptacles for the times. The Axle Lock switch is only operational when
accessory switches and the cigar lighter/power outlet the instrument cluster sends an activation signal to
on the back of the accessory switch bezel. the switch logic.
(6) Remove the accessory switch bezel from the With the transfer case in the 4WD Low Range and
instrument panel. the vehicle speed below 10 MPH (16kph), a momen-
tary push to the lower portion of the rocker switch to
INSTALLATION Lock:
1st Push: Rear Axle Locked
WARNING: ON VEHICLES EQUIPPED WITH AIR- 2nd Push: Rear and Front Axle Locked
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE Momentary pushes, will toggle between Rear Axle
ATTEMPTING ANY STEERING WHEEL, STEERING Locked or Rear/Front Axle Locked. A momentary
COLUMN, OR INSTRUMENT PANEL COMPONENT push to the upper portion of the rocker switch to
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- OFF, (both axles unlocked).
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- DIAGNOSIS AND TESTING - AXLE LOCK
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS SWITCH
INJURY.
(1) Position the accessory switch bezel to the LATE THE BATTERY NEGATIVE (GROUND) CABLE,
instrument panel. THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
(2) Reconnect the instrument panel wire harness TEM CAPACITOR TO DISCHARGE BEFORE PER-
connectors to the connector receptacles for the acces- FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
sory switches and the cigar lighter/power outlet on IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
the back of the accessory switch bezel. SYSTEM. FAILURE TO TAKE THE PROPER PRE-
(3) Position the accessory switch bezel onto the CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
instrument panel. BAG DEPLOYMENT AND POSSIBLE PERSONAL
(4) Install and tighten the four screws that secure INJURY.
the accessory switch bezel to the instrument panel.
(1) Check the fused B(+) fuse in the Power Distri-
bution Center (PDC). If OK, go to step 2. If not,
(5) Reinstall the center bezel onto the instrument
repair the shorted circuit or component required and
replace the fuse.
CENTER BEZEL - INSTALLATION).
(2) Check for battery voltage at the fused B(+) fuse
in the PDC. If OK, go to step 3. If not, repair the
open B(+) circuit to the fuse.
AX LE LOCK SWI T CH (3) Turn the ignition to the off position. Disconnect
and isolate the negative battery cable. Remove the
Axle Lock switch. Disconnect the switch harness con-
DESCRIPTION
nector. Check for continuity between the fuse cavity
If equipped, the Axle Lock switch is located in the
in the PDC and the Fused B(+) circuit in the switch
Accessory Switch Bezel, below the HVAC controls.
harness connector. If OK got to step 4. If not OK,
The switch will activate the Rear Axle locker and
repair the open Fused B(+) circuit.
Rear/Front Axle locker. The switch is a double-action
(4) Turn the ignition to the off position. Disconnect
momentary rocker type. The Axle Lock Switch is
and isolate the negative battery cable. Remove the
secured by a snap fit within the bezel. The axle Lock
Axle Lock switch. disconnect the switch harness con-
Switch cannot be repaired and, if faulty or damaged,
nector. check for continuity between the switch
the entire switch must be replaced.
ground and a known good ground. If OK got to step
5. If not OK, repair open ground circuit.
AX LE LOCK SWI T CH (Cont inue d)
(5) Turn the ignition to the OFF position. Discon-
nect and isolate the negative battery cable. Remove
the Instrument Cluster. Disconnect the cluster har-
ness connectors C1 and C2. Check for continuity
between each of the Enable circuits and each of the
request circuits between the switch harness connec-
tor and the cluster harness connectors. If OK go to
step 6. If not OK, repair the circuits as required.
(6) Turn the ignition to the OFF position. Discon-
nect and isolate the negative battery cable. Remove
the axle Lock switch. Disconnect the switch harness
connector. Check for continuity between each of the
Request circuits, between the switch harness connec-
tor and each of the Locker relays in the PDC. If OK,
refer to Axle Lock Indicator Problems in the Instru-
ment Cluster section of the appropriate Body Manual
or the Chassis Diagnostic Manual and perform the Fig. 2 ACCESSORY SWITCH REMOVE
appropriate symptom. If not OK, repair the circuit(s) 1 - TRIM STICK
as required. 2 - REAR WIPER/WASHER SWITCH
3 - OVERDRIVE-OFF SWITCH
4 - AXLE LOCKER SWITCH
REMOVAL 5 - ACCESSORY SWITCH BEZEL
6 - REAR WINDOW DEFOGGER SWITCH
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT INSTALLATION
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG, WARNING: ON VEHICLES EQUIPPED WITH AIR-
PASSENGER AIRBAG, OR INSTRUMENT PANEL BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
COMPONENT DIAGNOSIS OR SERVICE. DISCON- SYSTEM BEFORE ATTEMPTING ANY STEERING
NECT AND ISOLATE THE BATTERY NEGATIVE WHEEL, STEERING COLUMN, DRIVER AIRBAG,
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR PASSENGER AIRBAG, OR INSTRUMENT PANEL
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE COMPONENT DIAGNOSIS OR SERVICE. DISCON-
PERFORMING FURTHER DIAGNOSIS OR SERVICE. NECT AND ISOLATE THE BATTERY NEGATIVE
THIS IS THE ONLY SURE WAY TO DISABLE THE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
TAKE THE PROPER PRECAUTIONS COULD PERFORMING FURTHER DIAGNOSIS OR SERVICE.
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT THIS IS THE ONLY SURE WAY TO DISABLE THE
AND POSSIBLE PERSONAL INJURY. SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
(1) Disconnect and isolate the battery negative RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
cable. AND POSSIBLE PERSONAL INJURY.
instrument panel center bezel from the instrument (1) Position the axle lock switch over the proper
panel (Refer to 23 - BODY/INSTRUMENT PANEL/ receptacle on the back of the accessory switch bezel
ACCESSORY SWITCH BEZEL - REMOVAL) (Fig. 2).
(3) Using a trim stick or another suitable wide (2) Evenly push the axle lock switch into the
flat-bladed tool, gently pry the latch tabs at the top receptacle until the snap features on the top and bot-
and bottom of the axle lock switch on the back of the tom of the switch housing are fully engaged to the
accessory switch bezel far enough to disengage the receptacle.
snap features on the switch housing then pull the (3) Reinstall the accessory switch bezel onto the
switch out of the receptacle (Fig. 2). instrument panel (Refer to 23 - BODY/INSTRU-
MENT PANEL/ACCESSORY SWITCH BEZEL -
INSTALLATION).
BASE T RI M (12) Remove the two screws that secure the

16-way data link connector to the instrument panel.
(13) Remove all of the screws around the perime-
REMOVAL
ter of the instrument panel that secure the base trim
WARNING: ON VEHICLES EQUIPPED WITH AIR- to the structural support.
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE (14) Remove the base trim from the instrument
ATTEMPTING ANY STEERING WHEEL, STEERING panel structural support.
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- INSTALLATION
INJURY.
(1) Disconnect and isolate the battery negative IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
cable. SYSTEM. FAILURE TO TAKE THE PROPER PRE-
(2) Remove the instrument cluster from the instru- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
ment panel. (Refer to 8 - ELECTRICAL/INSTRU- BAG DEPLOYMENT AND POSSIBLE PERSONAL
MENT CLUSTER - REMOVAL). INJURY.
(1) Position the base trim onto the instrument
panel structural support.
(2) Install and tighten all of the screws around the
REMOVAL).
perimeter of the instrument panel that secure the
(4) Remove the grab handle bezel from the instru-
base trim to the structural support. Tighten the
ment panel. (Refer to 23 - BODY/INSTRUMENT
PANEL/GRAB HANDLE BEZEL - REMOVAL).
(5) Remove the speakers from the instrument
the 16-way data link connector to the instrument
panel. (Refer to 8 - ELECTRICAL/AUDIO/SPEAKER
panel. Tighten the screws to 2 Nm (20 in. lbs.).
- REMOVAL).
(4) Reinstall the passenger airbag door into the
(6) Remove the radio from the instrument panel.
instrument panel. (Refer to 8 - ELECTRICAL/RE-
(Refer to 8 - ELECTRICAL/AUDIO/RADIO -
STRAINTS/PASSENGER AIRBAG DOOR - INSTAL-
REMOVAL).
LATION).
(7) Remove the heater-A/C control from the instru-
(5) Reinstall the instrument panel into the vehicle.
ment panel. (Refer to 24 - HEATING & AIR CONDI-
(Refer to 23 - BODY/INSTRUMENT PANEL -
TIONING/CONTROLS/A/C-HEATER CONTROL -
INSTALLATION).
REMOVAL).
(6) Reinstall the outboard heater-A/C panel outlet
(8) Remove the outboard heater-A/C panel outlet
barrels into the instrument panel. (Refer to 24 -
barrels from the instrument panel. (Refer to 24 -
HEATING & AIR CONDITIONING/DISTRIBUTION/
PANEL OUTLET BARRELS - INSTALLATION).
PANEL OUTLET BARRELS - REMOVAL).
(7) Reinstall the heater-A/C control into the instru-
(9) Remove the instrument panel from the vehicle.
ment panel. (Refer to 24 - HEATING & AIR CONDI-
(Refer to 23 - BODY/INSTRUMENT PANEL -
TIONING/CONTROLS/A/C-HEATER CONTROL -
REMOVAL).
INSTALLATION).
(10) Place the instrument panel on a suitable work
(8) Reinstall the radio into the instrument panel.
surface. Be certain to take the proper precautions to
(Refer to 8 - ELECTRICAL/AUDIO/RADIO -
protect the instrument panel from any possible cos-
INSTALLATION).
metic damage.
(9) Reinstall the speakers into the instrument
(11) Remove the passenger airbag door from the
panel. (Refer to 8 - ELECTRICAL/AUDIO/SPEAKER
instrument panel. (Refer to 8 - ELECTRICAL/RE-
- INSTALLATION).
STRAINTS/PASSENGER AIRBAG DOOR -
REMOVAL).
BASE T RI M (Cont inue d)
(10) Reinstall the grab handle bezel onto the
MENT PANEL/GRAB HANDLE BEZEL - INSTAL-
LATION).
(11) Reinstall the accessory switch bezel onto the
INSTALLATION).
(12) Reinstall the instrument cluster into the
instrument panel. (Refer to 8 - ELECTRICAL/IN-
CEN T ER BEZ EL
REMOVAL Fig. 3 CENTER BEZEL
1 - BEZEL MAT
WARNING: ON VEHICLES EQUIPPED WITH AIR- 2 - TOP SCREWS (2)
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE 3 - CENTER BEZEL
COLUMN, OR INSTRUMENT PANEL COMPONENT INSTALLATION
LATE THE BATTERY NEGATIVE (GROUND) CABLE, WARNING: ON VEHICLES EQUIPPED WITH AIR-
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
TEM CAPACITOR TO DISCHARGE BEFORE PER- ATTEMPTING ANY STEERING WHEEL, STEERING
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS COLUMN, OR INSTRUMENT PANEL COMPONENT
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
SYSTEM. FAILURE TO TAKE THE PROPER PRE- LATE THE BATTERY NEGATIVE (GROUND) CABLE,
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
BAG DEPLOYMENT AND POSSIBLE PERSONAL TEM CAPACITOR TO DISCHARGE BEFORE PER-
INJURY. FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(1) Disconnect and isolate the battery negative SYSTEM. FAILURE TO TAKE THE PROPER PRE-
cable. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(2) Remove the top cover from the instrument BAG DEPLOYMENT AND POSSIBLE PERSONAL
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ INJURY.
TOP COVER - REMOVAL).
(3) Remove the two screws that secure the top of (1) Position the center bezel onto the instrument
the center bezel to the top of the instrument panel panel.
structural support. (Fig. 3) (2) Align the snap clips on the center bezel with
(4) Using a trim stick or another suitable wide the receptacles in the instrument panel base trim.
flat-bladed tool, gently pry the lower edge of the cen- (3) Using hand pressure, press firmly on the cen-
ter bezel away from the instrument panel. ter bezel over each of the snap clip locations until
(5) Pull the lower edge of the center bezel away each of the snap clips is fully engaged in its recepta-
from the instrument panel far enough to disengage cle in the instrument panel base trim.
the four snap clip retainers that secure it to the (4) Install and tighten the two screws that secure
receptacles in the instrument panel base trim. the top of the center bezel to the top of the instru-
(6) Remove the center bezel from the instrument ment panel structural support. Tighten the screws to
panel. 2 Nm (20 in. lbs.).
(5) Reinstall the top cover onto the instrument
TOP COVER - INSTALLATION).
CLU ST ER BEZ EL
REMOVAL
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS Fig. 5 CLUSTER BEZEL UPPER SCREWS REMOVE/
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG INSTALL
1 - SCREW (3)
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- 2 - CLUSTER BEZEL
INJURY. INSTALLATION
cable. BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
(2) Remove the steering column opening cover ATTEMPTING ANY STEERING WHEEL, STEERING
from the instrument panel. (Refer to 23 - BODY/IN- COLUMN, OR INSTRUMENT PANEL COMPONENT
STRUMENT PANEL/STEERING COLUMN OPEN- DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
ING COVER - REMOVAL). LATE THE BATTERY NEGATIVE (GROUND) CABLE,
(3) Remove the top cover from the instrument THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ TEM CAPACITOR TO DISCHARGE BEFORE PER-
TOP COVER - REMOVAL). FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(4) Remove the two screws that secure the lower IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
mounting tabs of the cluster bezel to the instrument SYSTEM. FAILURE TO TAKE THE PROPER PRE-
panel (Fig. 4). CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
INJURY.
(1) Position the cluster bezel onto the instrument

panel.
the upper mounting flange of the cluster bezel to the
top of the instrument panel (Fig. 5). Tighten the
the lower mounting tabs of the cluster bezel to the
instrument panel (Fig. 4). Tighten the screws to 2
Nm (20 in. lbs.).
Fig. 4 CLUSTER BEZEL LOWER SCREWS REMOVE/ TOP COVER - INSTALLATION).
INSTALL (5) Reinstall the steering column opening cover
onto the instrument panel. (Refer to 23 - BODY/IN-
1 - CLUSTER BEZEL
2 - SCREW (2) STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - INSTALLATION).
(5) Remove the three screws that secure the upper (6) Reconnect the battery negative cable.
mounting flange of the cluster bezel to the top of the
instrument panel (Fig. 5).
(6) Remove the cluster bezel from the instrument
panel.
GLOV E BOX (4) Lower the glove box door far enough to disen-
gage the hinge hook formations on the lower edge of
the door from the hinge pins on the lower edge of the
REMOVAL
instrument panel.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (5) Remove the glove box from the instrument
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE panel.
COLUMN, OR INSTRUMENT PANEL COMPONENT DISASSEMBLY
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- Some of the components of the glove box used in
LATE THE BATTERY NEGATIVE (GROUND) CABLE, this vehicle are serviced individually. The serviced
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- components include the glove box latch and handle
TEM CAPACITOR TO DISCHARGE BEFORE PER- unit, and the glove box lock cylinder (Fig. 7). Follow-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS ing are the procedures for disassembling these com-
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG ponents from the glove box.
INJURY.
(1) Disconnect and isolate the battery negative DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
cable. LATE THE BATTERY NEGATIVE (GROUND) CABLE,
(2) Release the glove box latch and open the glove THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
box door. TEM CAPACITOR TO DISCHARGE BEFORE PER-
(3) While supporting the glove box door with one FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
hand, grasp the check strap as close to the glove box IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
door as possible and slide the rolled end of the check SYSTEM. FAILURE TO TAKE THE PROPER PRE-
strap out of the slot in the edge of the door (Fig. 6). CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
INJURY.
Fig. 7 GLOVE BOX COMPONENTS

1 - GLOVE BOX DOOR AND BIN
2 - SCREW
3 - CHECK STRAP
4 - LATCH AND HANDLE
Fig. 6 GLOVE BOX REMOVE/INSTALL 5 - LOCK CYLINDER
1 - GLOVE BOX DOOR
2 - CHECK STRAP GLOVE BOX LATCH AND HANDLE
3 - SLOT
cable.
GLOV E BOX (Cont inue d)
(2) Remove the glove box from the instrument THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ TEM CAPACITOR TO DISCHARGE BEFORE PER-
GLOVE BOX - REMOVAL). FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(3) Remove the four screws that secure the glove IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
box latch and handle to the glove box door from the SYSTEM. FAILURE TO TAKE THE PROPER PRE-
inside of the glove box. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(4) Remove the latch and handle from the inside of BAG DEPLOYMENT AND POSSIBLE PERSONAL
the glove box door. INJURY.
GLOVE BOX LOCK CYLINDER GLOVE BOX LATCH AND HANDLE

(1) Remove the glove box latch and handle unit (1) Position the latch and handle onto the inside of
from the glove box. Refer to GLOVE BOX LATCH the glove box door.
AND HANDLE. (2) Install and tighten the four screws that secure
(2) Insert the key into the glove box lock cylinder. the glove box latch and handle to the glove box door
(3) Insert a small screwdriver into the retaining from the inside of the glove box. Tighten the screws
tumbler release slot and depress the retaining tum- to 2 Nm (20 in. lbs.).
bler (Fig. 8). (3) Reinstall the glove box onto the instrument
GLOVE BOX - INSTALLATION).
GLOVE BOX LOCK CYLINDER

(1) Insert the key into the glove box lock cylinder.
(2) Using a gentle twisting and pushing action on
the key, push the lock cylinder into the glove box
latch and handle unit.
(3) Reinstall the glove box latch and handle onto
the glove box. Refer to GLOVE BOX LATCH AND
HANDLE.
INSTALLATION
Fig. 8 GLOVE BOX LOCK CYLINDER REMOVE/ BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
INSTALL ATTEMPTING ANY STEERING WHEEL, STEERING
1 - GLOVE BOX LATCH COLUMN, OR INSTRUMENT PANEL COMPONENT
2 - RELEASE SLOT DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
3 - SMALL SCREWDRIVER LATE THE BATTERY NEGATIVE (GROUND) CABLE,
(4) Using a gentle twisting and pulling action with
the key, pull the lock cylinder out of the glove box
latch and handle unit.
ASSEMBLY CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
Some of the components of the glove box used in BAG DEPLOYMENT AND POSSIBLE PERSONAL
this vehicle are serviced individually. The serviced INJURY.
components include the glove box latch and handle
unit, and the glove box lock cylinder (Fig. 7). Follow- (1) Position the glove box to the instrument panel.
ing are the procedures for assembling these compo- (2) Engage the hinge hook formations on the lower
nents onto the glove box. edge of the glove box door with the hinge pins on the
lower edge of the instrument panel.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (3) Tilt the upper edge of the glove box door up
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE toward the instrument panel far enough to engage
ATTEMPTING ANY STEERING WHEEL, STEERING the check strap with the door (Fig. 6).
GLOV E BOX (Cont inue d)
(4) While supporting the glove box door with one (4) Remove the check strap from the upper glove
hand, grasp the check strap as close to the glove box box opening reinforcement.
door as possible and slide the rolled end of the check
strap into the slot in the edge of the door. INSTALLATION
(5) Close and latch the glove box door.
(6) Reconnect the battery negative cable. WARNING: ON VEHICLES EQUIPPED WITH AIR-
GLOV E BOX CH ECK ST RAP COLUMN, OR INSTRUMENT PANEL COMPONENT
REMOVAL LATE THE BATTERY NEGATIVE (GROUND) CABLE,
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS (1) Position the check strap to the upper glove box
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG opening reinforcement (Fig. 9).
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (2) Install and tighten the screw that secures the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- glove box check strap to the upper glove box opening
BAG DEPLOYMENT AND POSSIBLE PERSONAL reinforcement. Tighten the screw to 2 Nm (20 in.
INJURY. lbs.).
(3) Reinstall the glove box onto the instrument
(1) Disconnect and isolate the battery negative panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
cable. GLOVE BOX - INSTALLATION).
(2) Remove the glove box from the instrument (4) Reconnect the battery negative cable.
GLOVE BOX - REMOVAL).
(3) Remove the screw that secures the glove box GLOV E BOX LAT CH ST RI K ER
check strap to the instrument panel on the upper
glove box opening reinforcement (Fig. 9). REMOVAL
INJURY.

Fig. 9 GLOVE BOX CHECK STRAP cable.
1 - GLOVE BOX DOOR AND BIN (2) Remove the glove box from the instrument
2 - SCREW panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
3 - CHECK STRAP
4 - LATCH AND HANDLE GLOVE BOX - REMOVAL).
5 - LOCK CYLINDER
GLOV E BOX LAT CH ST RI K ER (Cont inue d)
(3) Remove the two screws that secure the latch COLUMN, OR INSTRUMENT PANEL COMPONENT
striker to the upper glove box opening reinforcement DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
(Fig. 10). LATE THE BATTERY NEGATIVE (GROUND) CABLE,
INJURY.
cable.
Fig. 10 GLOVE BOX LATCH STRIKER REMOVE/ panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
INSTALL GLOVE BOX - REMOVAL).
1 - SCREW (2) (3) Reach through and above the glove box opening
2 - LATCH STRIKER
to access and remove the two nuts that secure the
(4) Remove the latch striker from the upper glove stud on each end of the grab handle to the instru-
box opening reinforcement. ment panel structural support (Fig. 11). Discard the
used grab handle mounting nuts.
INSTALLATION
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS Fig. 11 GRAB HANDLE REMOVE/INSTALL
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG 1 - NUT (2)
2 - GLOVE BOX OPENING
SYSTEM. FAILURE TO TAKE THE PROPER PRE- 3 - PASSENGER AIRBAG
BAG DEPLOYMENT AND POSSIBLE PERSONAL (4) Remove the grab handle from the face of the
INJURY. instrument panel.
(1) Position the latch striker onto the upper glove INSTALLATION
box opening reinforcement (Fig. 10).
(2) Install and tighten the two screws that secure WARNING: ON VEHICLES EQUIPPED WITH AIR-
the latch striker to the upper glove box opening rein- BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
forcement. Tighten the screws to 2 Nm (20 in. lbs.). ATTEMPTING ANY STEERING WHEEL, STEERING
(3) Reinstall the glove box onto the instrument COLUMN, OR INSTRUMENT PANEL COMPONENT
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
GLOVE BOX - INSTALLATION). LATE THE BATTERY NEGATIVE (GROUND) CABLE,
(4) Reconnect the battery negative cable. THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
GRAB H AN DLE IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
REMOVAL CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
WARNING: ON VEHICLES EQUIPPED WITH AIR- INJURY.
GRAB H AN DLE (Cont inue d)
(1) Position the grab handle onto the face of the
instrument panel.
NOTE: Always use new fasteners to install the grab

handle. The removed grab handle fasteners should
be discarded.
(2) Reach through and above the glove box opening Fig. 12 GRAB HANDLE BEZEL REMOVE/INSTALL
to install and tighten two new nuts to secure the
1 - GRAB HANDLE BEZEL
stud on each end of the grab handle to the instru- 2 - SCREW (2)
ment panel structural support (Fig. 11). Tighten the 3 - GRAB HANDLE
nuts to 6 Nm (50 in. lbs.). 4 - LATCH STRIKER
(3) Reinstall the glove box into the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ INSTALLATION
GLOVE BOX - INSTALLATION).
(4) Reconnect the battery negative cable. WARNING: ON VEHICLES EQUIPPED WITH AIR-
GRAB H AN DLE BEZ EL COLUMN, OR INSTRUMENT PANEL COMPONENT
REMOVAL LATE THE BATTERY NEGATIVE (GROUND) CABLE,
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS (1) Position the grab handle bezel onto the instru-
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG ment panel (Fig. 12).
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (2) Install and tighten the two screws that secure
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- the grab handle bezel to the upper glove box opening
BAG DEPLOYMENT AND POSSIBLE PERSONAL reinforcement. Tighten the screws to 2 Nm (20 in.
INJURY. lbs.).
(3) Reinstall the glove box latch striker onto the
(1) Disconnect and isolate the battery negative glove box opening upper reinforcement (Refer to 23 -
cable. BODY/INSTRUMENT PANEL/GLOVE BOX LATCH
(2) Remove the grab handle from the instrument STRIKER - INSTALLATION).
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ (4) Reinstall the grab handle onto the instrument
GRAB HANDLE - REMOVAL). panel (Refer to 23 - BODY/INSTRUMENT PANEL/
(3) Remove the glove box latch striker from the GRAB HANDLE - INSTALLATION).
instrument panel. (Refer to 23 - BODY/INSTRU- (5) Reconnect the battery negative cable.
MENT PANEL/GLOVE BOX LATCH STRIKER -
REMOVAL).
(4) Remove the two screws that secure the grab
handle bezel to the upper glove box opening rein-
forcement (Fig. 12).
(5) Remove the grab handle bezel from the instru-
ment panel.
I N ST RU M EN T PAN EL (b) Disconnect the instrument panel wire har-

ness connector from the heater-A/C housing wire
ASSEM BLY harness connector.
(c) Disconnect the cross body wire harness con-
REMOVAL nector from the passenger airbag pigtail wire con-
nector.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (d) Disconnect the passenger side window demis-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE ter hose at the heater-A/C housing demister/de-
ATTEMPTING ANY STEERING WHEEL, STEERING froster duct.
COLUMN, OR INSTRUMENT PANEL COMPONENT (e) Disconnect the two halves of the radio
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- antenna coaxial cable connector.
LATE THE BATTERY NEGATIVE (GROUND) CABLE, (f) Remove the two nuts that secure the passen-
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- ger airbag lower bracket to the studs on the dash
TEM CAPACITOR TO DISCHARGE BEFORE PER- panel (Fig. 13).
INJURY.
NOTE: Before starting this procedure, be certain to

turn the steering wheel until the front wheels are in
the straight-ahead position.

cable.
(2) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/IN-
STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL). Fig. 13 PASSENGER AIRBAG LOWER BRACKET
(3) Remove the steering column from the vehicle, NUTS REMOVE/INSTALL
but do not remove the driver airbag, the steering
1 - GRAB HANDLE
wheel, or the switches from the steering column. Be 2 - NUT (2)
certain that the steering wheel is locked and secured 3 - GLOVE BOX OPENING
from rotation to prevent the loss of clockspring cen- 4 - PASSENGER AIRBAG LOWER BRACKET
tering. (Refer to 19 - STEERING/COLUMN -
(7) Remove the top cover from the instrument
REMOVAL).
(4) From beneath the driver side end of the instru-
TOP COVER - REMOVAL).
ment panel, perform the following:
(8) Remove the three screws that secure each end
(a) Disconnect the instrument panel wire har-
of the instrument panel structural support to the
ness connectors from the 100-way cross body wire
cowl side inner panels at the front of each door open-
harness connector near the left cowl side inner
ing (Fig. 14).
panel.
(9) Remove the four nuts that secure the top of the
(b) Disconnect the driver side window demister
instrument panel structural support to the studs on
hose at the heater-A/C housing demister/defroster
the top of the dash panel.
duct.
(10) With the aid of an assistant, lift the instru-
ment panel off of the dash panel studs and remove it
panel (Refer to 23 - BODY/INSTRUMENT PANEL/
from the vehicle.
opening to perform the following:
(a) Disconnect the heater-A/C control vacuum
harness connector from the heater-A/C housing
vacuum harness connector.
I N ST RU M EN T PAN EL ASSEM BLY (Cont inue d)
TOP COVER - INSTALLATION).
opening to perform the following:
(a) Install and tighten the two nuts that secure
the lower passenger airbag bracket to the studs on
the dash panel (Fig. 13). Tighten the nuts to 28
Nm (21 ft. lbs.).
(b) Reconnect the two halves of the radio
antenna coaxial cable connector.
(c) Reconnect the passenger side window demis-
ter hose to the heater-A/C housing demister/de-
froster duct.
(d) Reconnect the cross body wire harness con-
nector to the passenger airbag pigtail wire connec-
Fig. 14 INSTRUMENT PANEL REMOVE/INSTALL tor.
(e) Reconnect the instrument panel wire harness
1 - STUD (4)
2 - NUT (4) connector to the heater-A/C housing wire harness
3 - SCREW (6) connector.
(f) Reconnect the heater-A/C control vacuum
INSTALLATION harness connector to the heater-A/C housing vac-
uum harness connector.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (6) Reinstall the glove box onto the instrument
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
ATTEMPTING ANY STEERING WHEEL, STEERING GLOVE BOX - INSTALLATION).
COLUMN, OR INSTRUMENT PANEL COMPONENT (7) From beneath the driver side of the instrument
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- panel, perform the following:
LATE THE BATTERY NEGATIVE (GROUND) CABLE, (a) Reconnect the driver side window demister
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- hose to the heater-A/C housing demister/defroster
TEM CAPACITOR TO DISCHARGE BEFORE PER- duct.
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS (b) Reconnect the instrument panel wire harness
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG connectors to the 100-way cross body wire harness
SYSTEM. FAILURE TO TAKE THE PROPER PRE- connector near the left cowl side inner panel.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (8) Reinstall the steering column into the vehicle.
BAG DEPLOYMENT AND POSSIBLE PERSONAL Be certain that the steering wheel is locked and
INJURY. secured from rotation to prevent the loss of clock-
spring centering. (Refer to 19 - STEERING/COL-
(1) With the aid of an assistant, position the UMN - INSTALLATION).
instrument panel into the vehicle and onto the dash (9) Reinstall the steering column opening cover
panel studs (Fig. 14). onto the instrument panel. (Refer to 23 - BODY/IN-
(2) Install and tighten the four nuts that secure STRUMENT PANEL/STEERING COLUMN OPEN-
the top of the instrument panel structural support to ING COVER - INSTALLATION).
the studs on the top of the dash panel. Tighten the (10) Reconnect the battery negative cable.
nuts to 12 Nm (105 in. lbs.).
each end of the instrument panel structural support
to the cowl side inner panels at the front of each door
opening. Tighten the screws to 12 Nm (105 in. lbs.).
ST EERI N G COLU M N OPEN I N G (4) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the top of the steering col-
COV ER umn opening cover away from the instrument panel
on each side of the steering column far enough to dis-
REMOVAL engage the two snap clip retainers from their recep-
tacles in the instrument panel base trim.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (5) If the vehicle is so equipped, roll the top of the
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE steering column opening cover downward far enough
ATTEMPTING ANY STEERING WHEEL, STEERING to access and disconnect the wire harness connector
COLUMN, OR INSTRUMENT PANEL COMPONENT for the headlamp leveling switch from the switch con-
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- nector receptacle.
LATE THE BATTERY NEGATIVE (GROUND) CABLE, (6) Pull the top of the steering column opening
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- cover rearward far enough to disengage the hinge
TEM CAPACITOR TO DISCHARGE BEFORE PER- hook formations on the lower edge of the cover from
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS the hinge pins on the lower edge of the instrument
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG panel.
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (7) Remove the steering column opening cover
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- from the instrument panel.
INJURY. INSTALLATION
cable. BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
(2) If the vehicle is so equipped, move the tilt ATTEMPTING ANY STEERING WHEEL, STEERING
steering column to the fully raised position. COLUMN, OR INSTRUMENT PANEL COMPONENT
(3) Remove the two screws that secure the steering DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
column opening cover to the instrument panel struc- LATE THE BATTERY NEGATIVE (GROUND) CABLE,
tural support (Fig. 15). THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
INJURY.
(1) Position the steering column opening cover to

the instrument panel.
(2) Engage the hinge hook formations on the lower
edge of the steering column opening cover with the
hinge pins on the lower edge of the instrument panel
(Fig. 15).
(3) If the vehicle is so equipped, roll the top of the
steering column opening cover upward far enough to
reconnect the wire harness connector for the head-
lamp leveling switch to the switch connector recepta-
cle.
Fig. 15 STEERING COLUMN OPENING COVER (4) Tilt the upper edge of the steering column
REMOVE/INSTALL opening cover up and align the two snap clip retain-
ers on the cover with their receptacles in the instru-
2 - STEERING COLUMN OPENING COVER ment panel base trim.
3 - HEADLAMP LEVELING SWITCH (5) Using hand pressure, press firmly on the steer-
4 - SCREW (2) ing column opening cover over each of the snap clip
locations until each of the snap clips is fully engaged
in its receptacle in the instrument panel base trim.
ST EERI N G COLU M N OPEN I N G COV ER (Cont inue d)
the steering column opening cover to the instrument
panel structural support. Tighten the screws to 2
Nm (20 in. lbs.).
T OP COV ER
REMOVAL
SYSTEM. FAILURE TO TAKE THE PROPER PRE- Fig. 16 TOP COVER REMOVE/INSTALL
1 - TOP COVER
INJURY. (2) Align the snap clips on the top cover with the
snap clip receptacles in the instrument panel struc-
tural support.
cable.
(3) Using hand pressure, press firmly downward
on the top cover over each of the snap clip locations
flat-bladed tool, gently pry the instrument panel top
until each of the snap clips is fully seated in its
cover up and away from the instrument panel far
receptacle in the instrument panel structural sup-
enough to disengage the five snap clip retainers from
port.
their receptacles in the instrument panel structural
support (Fig. 16).
(3) Remove the top cover from the instrument
panel.
INSTALLATION
INJURY.
(1) Position the top cover onto the instrument

panel (Fig. 16).
TJ INTERIOR 23 - 51
I N T ERI OR
TABLE OF CONTENTS
page page
ADD-A-TRUNK INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 55
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 CENTER CONSOLE
FRONT CARPET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 55
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 CENTER CONSOLE CUP HOLDER
CENTER CARPET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 56
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 CONSOLE LOCK CYLINDER
CARGO AREA CARPET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 57
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 SPORT BAR
WHEELHOUSE CARPET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 57
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 A-PILLAR TRIM
REAR VIEW MIRROR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 58
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 REAR HEADER TRIM
REAR VIEW MIRROR SUPPORT BRACKET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 58
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 53 WINDSHIELD HEADER
SUNVISOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 54 SPORT BAR - SPEAKER POD
SHIFT BEZEL - AUTOMATIC TRANSMISSION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 54
SHIFT BOOT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
ADD-A-T RU N K
REMOVAL
(1) Release latches under trunk panel and lift
panel up.
(2) Remove bolts attaching trunk to inner body
panel (Fig. 1).
(3) Separate trunk from vehicle.
INSTALLATION
(1) Position the trunk in the cargo space.
(2) Install the bolts.
Fig. 1 ADD-A-TRUNK
1 - SCREW
2 - ADD-A-TRUNK PANEL
23 - 52 INTERIOR TJ
FRON T CARPET CARGO AREA CARPET

REMOVAL REMOVAL
(1) If necessary, remove the center console. (Refer (1) Position the rear seat in the fold and tumbled
to 23 - BODY/INTERIOR/CENTER CONSOLE - position.
REMOVAL) (2) Pull the carpet from under the rear seat.
(2) Remove the retainers attaching the carpet to (3) Remove the Add-A-Trunk, if equipped. (Refer to
the dash panel (Fig. 2). 23 - BODY/INTERIOR/ADD-A-TRUNK - REMOVAL)
(3) Disengage the snaps under front seats. (4) Route the rear seat belt buckles through the
(4) Remove carpet from the vehicle cargo area carpet.
(5) Separate the carpet from the vehicle (Fig. 3).
INSTALLATION
(1) Position the carpet in the vehicle.
(2) Route the rear seat belt buckles through the
cargo area carpet.
(3) Install the Add-A-Trunk, if equipped. (Refer to
23 - BODY/INTERIOR/ADD-A-TRUNK - INSTALLA-
TION)
(4) Return the rear seat to the full rearward posi-
tion.
WH EELH OU SE CARPET
REMOVAL
(1) Position the rear seat in the full forward posi-
Fig. 2 FRONT CARPET tion.
1 - DASH PANEL (2) Remove the Add-A-trunk, if equipped. (Refer to
2 - CARPET
3 - PUSH ON RETAINER
23 - BODY/INTERIOR/ADD-A-TRUNK - REMOVAL)
(3) Grasp wheelhouse carpet and remove from
INSTALLATION vehicle (Fig. 3).
(1) Position the carpet in the vehicle
(2) Engage the snaps around under front seats.
INSTALLATION
(3) Install the retainers attaching the carpet to the (1) Position wheelhouse carpet in vehicle and
dash panel. adjust as necessary.
(4) If previously removed, install the center con- (2) Install the Add-A-trunk, if equipped. (Refer to
sole. (Refer to 23 - BODY/INTERIOR/CENTER CON- 23 - BODY/INTERIOR/ADD-A-TRUNK - INSTALLA-
SOLE - INSTALLATION) TION)
(3) Return the rear seat to the full rearward posi-
tion.
CEN T ER CARPET
REMOVAL
(1) Disengage the snaps under front seats.
(2) Remove the carpet.
INSTALLATION
(1) Position the carpet in the vehicle.
(2) Engage the snaps under front seats.
TJ INTERIOR 23 - 53
WH EELH OU SE CARPET (Cont inue d)
Fig. 3 VEHICLE CARPET

1 - WHEEL HOUSE CARPET 4 - FRONT FLOOR CARPET
2 - CARGO AREA CARPET 5 - SNAP
3 - CENTER FLOOR CARPET
REAR V I EW M I RROR REAR V I EW M I RROR SU PPORT

BRACK ET
REMOVAL
(1) Disconnect the electrical connector, if equipped. INSTALLATION
(Fig. 4)
(1) Mark the position for the mirror bracket on the
(2) Loosen the mirror set screw.
outside of the windshield glass with a wax pencil.
(3) Slide the mirror up and off the support button
(2) Clean the bracket contact area on the glass.
(bracket).
Use a mild powdered cleanser on a cloth saturated
with isopropyl (rubbing) alcohol. Finally, clean the
INSTALLATION glass with a paper towel dampened with alcohol.
(1) Slide the mirror onto the support button (3) Sand the surface on the support bracket with
(bracket). fine grit-sandpaper. Wipe the bracket surface clean
with a paper towel.
CAUTION: Do not over-tighten the setscrew
(4) Apply accelerator to the surface on the bracket
because glass chipping and/or breakage could
according to the following instructions:
result.
Crush the vial to saturate the felt applicator.
(2) Tighten the mirror set screw to 1 Nm (9 in. Remove the paper sleeve.
lbs.). Apply accelerator to the contact surface on the
(3) Connect the electrical connector, if equipped. bracket.
Allow the accelerator to dry for five minutes.
Do not touch the bracket contact surface after
the accelerator has been applied.
23 - 54 INTERIOR TJ
REAR V I EW M I RROR SU PPORT BRACK ET (Cont inue d)
SU N V I SOR
REMOVAL
(1) Remove the screws that attach the sunvisor arm
support brackets to the windshield frame (Fig. 5).
(2) Remove the sunvisor from the windshield
frame.
Fig. 4 REAR VIEW MIRROR

1 - SUPPORT BRACKET
2 - MIRROR ASSEMBLY Fig. 5 SUNVISOR
1 - SCREWS (2)
2 - WINDSHIELD FRAME
(5) Apply adhesive accelerator to the bracket con- 3 - VISOR
tact surface on the windshield glass. Allow the accel-
erator to dry for one minute. Do not touch the glass INSTALLATION
contact surface after the accelerator has been (1) Position the sunvisor on the windshield frame
applied. and align the arm support bracket holes with the
(6) Install the bracket according to the following frame.
instructions: (2) Install the screws that attach the sunvisor arm
Apply one drop of adhesive at the center of the support brackets to the frame. Tighten the screws
bracket contact-surface on the windshield glass. securely.
Apply an even coat of adhesive to the contact
surface on the bracket.
Align the bracket with the marked position on SH I FT BEZ EL - AU T OM AT I C
the windshield glass.
Press and hold the bracket in place for at least T RAN SM I SSI ON
one minute.
REMOVAL
NOTE: Verify that the mirror support bracket is cor- (1) Pull shift lever handle off of shift lever (Fig. 6).
rectly aligned, because the adhesive will cure rap- (2) Using a trim stick C-4755 or equivalent,
idly. remove the shift bezel.
(3) Twist and remove the bezel light.
(7) Allow the adhesive to cure for 8-10 minutes.
Remove any excess adhesive with an alcohol-damp- INSTALLATION
ened cloth. (1) Connect the shift bezel light by twisting into
(8) Allow the adhesive to cure for an additional socket on the bezel.
8-10 minutes before installing the mirror. (2) Position the shift bezel over the shift lever and
install onto the console.
TJ INTERIOR 23 - 55
SH I FT BEZ EL - AU T OM AT I C T RAN SM I SSI ON (Cont inue d)
Fig. 6 SHIFT BEZEL Fig. 7 SHIFT BOOT

1 - COIN TRAY 1 - BOOT SUPPORT TUBE
2 - TRANSMISSION SHIFT LEVER HANDLE 2 - SHIFT BOOT
3 - SHIFT BEZEL 3 - SHIFT KNOB
4 - ASH RECEIVER (IF EQUIPPED) 4 - SHIFT PATTERN CAP
5 - CUP HOLDER MAT 5 - NUT
6 - SHIFT BEZEL LIGHT/SOCKET
(3) Align the shifter handle keyways and push CEN T ER CON SOLE
handle onto the shifter until fully seated.
REMOVAL
(1) Remove the cup holder, if equipped. (Refer to
SH I FT BOOT 23 - BODY/INTERIOR/CENTER CONSOLE CUP-
HOLDER ASSEMBLY - REMOVAL)
REMOVAL (2) On full console models remove the trim disc
(1) Using a trim stick C-4755 or equivalent, pry from the bottom of the cup holder (Fig. 10).
the shift boot from the bezel. (3) Remove the automatic transmission shift bezel,
(2) Using a small flat blade, pry the shift pattern if equipped. (Refer to 23 - BODY/INTERIOR/SHIFT
insert from the shift knob. BEZEL - REMOVAL)
(3) Remove the nut attaching the shift knob to the (4) Using a trim stick C-4755 or equivalent,
shift lever (Fig. 7). remove the air bag deactivation switch and discon-
(4) Remove the knob and slide the shift boot from nect the electrical connector, if equipped.
the shift lever. (5) Remove the bolt(s) attaching the console to the
floor pan (Fig. 8) and (Fig. 9).
INSTALLATION (6) Shift transfer case to four low position.
(1) Slide the shift boot over the shift lever. (7) Shift transmission to L (2nd gear for manual
(2) Snap the shift boot into place in the center con- transmission) and remove the console assembly.
sole.
(3) Position the shift knob on the lever, install the INSTALLATION
nut and tighten to 34 Nm (25 ft. lbs.). (1) Connect the electrical connector and install
(4) Position the shift pattern insert on the knob console tower assembly over the park brake lever, if
and press into place. equipped.
(2) Install the tower bolts.
(3) Install the mini console assembly over the
transmission and transfer case shifters.
(4) Install the console bolts.
(5) Connect the air bag deactivation switch electri-
cal connector and install the switch, if equipped.
(6) Connect the air bag deactivation switch electri-
cal connector and install the switch, if equipped.
23 - 56 INTERIOR TJ
CEN T ER CON SOLE (Cont inue d)
(7) Install the auto transmission shift bezel, if
equipped. (Refer to 23 - BODY/INTERIOR/SHIFT
BEZEL - INSTALLATION)
(8) Install the manual transmission shift boot, if
equipped. (Refer to 23 - BODY/INTERIOR/SHIFT
BOOT - INSTALLATION)
(9) Install the cup holder and trim disc, if
equipped. (Refer to 23 - BODY/INTERIOR/CENTER
CONSOLE CUPHOLDER ASSEMBLY - INSTALLA-
TION)
CEN T ER CON SOLE CU P

H OLDER
REMOVAL
(1) Using a trim stick C-4755 or equivalent,
remove the cup holder insert. (Fig. 10) and (Fig. 8)
(2) On mini console equipped models remove the
bolt and remove the cup holder. (Fig. 8)
Fig. 8 MINI CONSOLE

1 - MINI CONSOLE
2 - BOLTS
3 - CUPHOLDER
Fig. 10 FULL CONSOLE CUP HOLDER

1 - FULL CONSOLE CUP HOLDER
2 - TRIM PIECE
3 - CONSOLE TOWER
INSTALLATION
Fig. 9 FULL CONSOLE (1) On mini console equipped models install the
1 - FRONT CONSOLE
cup holder and install the bolt.
2 - BOLTS (2) Tighten the bolt to 4 Nm (35 in lbs.).
3 - REAR TOWER (3) Install the cup holder insert.
4 - BOLTS (2)
TJ INTERIOR 23 - 57
CON SOLE LOCK CY LI N DER (9) Remove the bolts attaching the side support
bars to the sport bars.
(10) Separate the side support bars from the vehi-
REMOVAL
cle.
(1) Open the console cover.
(11) Pull back the center section of the carpet and
(2) Remove the screw that attaches the retainer to
remove the bolts attaching the sport bar to the cargo
the lock and then remove the retainer from the lock
floor panel.
(Fig. 11).
(12) Remove the bolt attaching the sport bar to the
(3) Remove the lock cylinder from the console
brackets behind the door strikers.
cover.
(13) Lower the rear seat and lift rear seat to the
full forward position.
(14) Pull back wheelhouse carpet and remove bolts
attaching the sport bars to the wheelhouse.
(15) Remove the bolts attaching the seatbelt
anchors to the wheelhouse.
(16) Carefully lift the sport bar upward and
remove it from the vehicle.
(17) If necessary, remove the pads and covers from
the sport bar.
INSTALLATION
(1) If necessary, transfer all attached components.
(2) Clean the base plate contact surface areas on
the floor and wheelhouse panels.
Fig. 11 CONSOLE LOCK CYLINDER
(3) Apply epoxy chromate primer to the attaching
1 - ATTACHING SCREW hole edges for protection against corrosion.
2 - LOCK
3 - LOCK CYLINDER (4) Position the sport bar base plates on the floor
4 - RETAINER and wheelhouse panels with the holes aligned.
INSTALLATION NOTE: To prevent water seepage, apply 3M Drip-

(1) Insert the assembled lock in the console cover Chek Sealant (or an equivalent product) to the
hole and position the retainer on the lock and install underside of the sport bar base flanges and all the
the screw. bolt heads before installation.
(5) Position the center support bar into the sport

SPORT BAR bars correctly with the large horizontal slots facing
rearward and hole/slot facing downward.
REMOVAL (6) Install the bolts attaching the seatbelt anchors
(1) Remove hard top and/or soft top. (Refer to 23 - to the wheelhouse.
BODY/REMOVEABLE TOP/HARD TOP - (7) Install the bolts attaching the sport bars to the
REMOVAL) or (Refer to 23 - BODY/REMOVEABLE wheelhouse and install the wheelhouse carpet.
TOP/SOFT TOP - REMOVAL). Tighten the bolts to 40 Nm (30 ft. lbs.).
(2) Remove the door opening frames. (Refer to 23 - (8) Return seat back to upright position.
BODY/INTERIOR/DOOR OPENING FRAME - (9) Install the bolts attaching the sport bar to the
REMOVAL) cargo floor panel and install the center carpet.
(3) Remove the sunvisors. (Refer to 23 - BODY/IN- Tighten the bolts to 40 Nm (30 ft. lbs.).
TERIOR/SUN VISOR - REMOVAL) (10) Install the bolts attaching the sport bar to the
(4) Remove the a-pillar weatherstrips. brackets behind the door strikers and tighten to 68
(5) Remove the speaker pods. (Refer to 23 - BODY/ Nm (50 ft. lbs.).
INTERIOR/SPORT BAR - SPEAKER POD - (11) Position side supports at the windshield and
REMOVAL) install the bolts attaching the side support bars to
(6) Disengage center support bar cover zipper. the windshield frame. Tighten the bolts to 32 Nm
(7) Remove the bolts attaching the sport bars to (24 ft. lbs.).
the center support bar (Fig. 12). (12) Install the bolts attaching the side support
(8) Remove the bolts attaching the side support bars to the sport bars and tighten to 20 Nm (15 ft.
bars to the windshield frame. lbs.).
23 - 58 INTERIOR TJ
SPORT BAR (Cont inue d)
Fig. 12 SPORT BAR

1 - SIDE SUPPORT BAR 5 - SPORT BAR
2 - CENTER SUPPORT BAR 6 - COVER
3 - COVER 7 - BRACKET
4 - COVER 8 - COVER
(13) Install the bolts attaching the center support INSTALLATION

bar to the sport bar and tighten to 68 Nm (50 ft. (1) Install the trim over the sports bar and posi-
lbs.). tion into the top.
(14) Engage center support bar cover zipper. (2) Press the bottom into place and install the
(15) Install the speaker pods. (Refer to 23 - BODY/ screws.
INTERIOR/SPORT BAR - SPEAKER POD - INSTAL-
LATION)
(16) Install the a-pillar weatherstrips. REAR H EADER T RI M
(17) Install the sun visors(Refer to 23 - BODY/IN-
TERIOR/SUN VISOR - INSTALLATION) REMOVAL
(18) Install the door opening frames. (Refer to 23 - (1) Disconnect the rear window defogger electrical
BODY/INTERIOR/DOOR OPENING FRAME - connectors, if equipped.
INSTALLATION) (2) Remove the wiper motor cover and disconnect
(19) Install hard top and/or soft top. (Refer to 23 - the wiper motor electrical connector and washer
BODY/REMOVEABLE TOP/HARD TOP - INSTAL- hose. (Fig. 14)
LATION) or (Refer to 23 - BODY/REMOVEABLE (3) Using a trim stick C-4755 or equivalent, sepa-
TOP/SOFT TOP - INSTALLATION). rate the header trim and retainer clips from the top.
(Fig. 15)
(4) Pull the wire harnesses and washer hose
A-PI LLAR T RI M through the trim panel and remove.
(1) Remove the a-pillar trim screws. (Fig. 13) (1) Route the wire harnesses and washer hose
(2) Starting at the bottom, pull off the trim and through the trim panel.
remove.
TJ INTERIOR 23 - 59
REAR H EADER T RI M (Cont inue d)
Fig. 15 REAR HEADER TRIM

1 - REAR HEADER TRIM
2 - WIRE OPENINGS (2)
WI N DSH I ELD H EADER

Fig. 13 A-PILLAR TRIM REMOVAL
1 - WINDSHIELD FRAME (1) Position both sun visors out.
2 - A-PILLAR TRIM
3 - SCREWS (3)
(2) Using a trim stick C-4755 or equivalent, sepa-
rate the retaining clips and remove the trim from
behind the a-pillar trim panels. (Fig. 16)
Fig. 14 REAR WIPER MOTOR TRIM COVER

REMOVE/INSTALL Fig. 16 WINDSHIELD HEADER MOLDING
1 - SCREW (3) 1 - WINDSHIELD HEADER TRIM
2 - TRIM COVER 2 - WINDSHIELD FRAME
3 - ELECTRICAL & WASHER HOSE CONNECTIONS 3 - SPRING CLIPS (4)
4 - WIPER MOTOR
5 - LIFTGATE GLASS
INSTALLATION
(2) Install the header trim and seat the retaining (1) Install the windshield header trim and position
clips fully. the end tabs behind the a-pillar trim.
(3) Connect the wiper motor electrical and the (2) Seat the retaining clips fully.
washer hose connection.
(4) Connect the rear window defogger electrical
connectors, if equipped.
23 - 60 INTERIOR TJ
SPORT BAR - SPEAK ER POD (6) Separate the pod guide pin from the sport bar
and disconnect the electrical connector.
REMOVAL
(1) On vehicles equipped with a soft top, unzip the
INSTALLATION
(1) Connect the pod electrical connector and install
side panel next to the pod.
the pod onto the guide pin.
(2) On vehicles equipped with a hard top, unclip
(2) Install the bolts and tighten to 68 Nm (50 ft.
the windshield clamps.
lbs.).
(3) Remove the bolts on side of the top next to the
(3) On vehicles equipped with a hard top, install
pod and loosen the opposite side bolts. (Refer to 23 -
the hard top. (Refer to 23 - BODY/REMOVABLE
BODY/REMOVEABLE TOP/HARD TOP -
TOP/HARD TOP - INSTALLATION)
REMOVAL)
(4) On vehicles equipped with a soft top, zip up the
(4) Lift up the side of the top to gain access to the
side panel.
pod bolts and support with a block of wood or similar.
(5) Remove the two bolts securing the pod to the
sport bar.
TJ PAINT 23 - 61
PAI N T
TABLE OF CONTENTS
page page
PAINT PAINT TOUCH-UP

SPECIFICATIONS - PAINT CODES . . . . . . . . . . 61 STANDARD PROCEDURE - PAINT TOUCH-UP . 62
PAINT CODE FINESSE SANDING, BUFFING & POLISHING
BASECOAT/CLEARCOAT FINISH
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 62
PAI N T I N T ERI OR COLORS
SPECIFICATIONS - PAINT CODES INTERIOR COLOR DAIMLERCHRYSLER

CODE
NOTE: Because of late model changes to the avail- Dark Slate Gray DV
able paint colors (Refer to VEHICLE DATA/VEHICLE
Khaki J3
INFORMATION/VEHICLE CERTIFICATION LABEL -
DESCRIPTION) or (Refer to VEHICLE DATA/VEHI-
CLE INFORMATION/BODY CODE PLATE - DESCRIP- EX T ERI OR H ARD AN D SOFT T OP COLORS
TION) for the correct paint codes for each vehicle.
(Refer to 23 - BODY/PAINT/PAINT CODE - DESCRIP- EXTERIOR HARD TOP DAIMLERCHRYSLER
TION) COLORS CODE
EX T ERI OR COLORS Black SX9
Dark Khaki ZJ8
EXTERIOR COLOR DAIMLERCHRYSLER Dark Green AJ7
CODE
Sienna Pearlcoat WU7
Flame Red Clearcoat PR4
PAI N T CODE
Solar Yellow Clearcoat VYH DESCRIPTION
Light Khaki Metallic AJC Exterior vehicle body colors are identified on the
Clearcoat Vehicle Certification Label (Refer to VEHICLE
Electric Lime Green BGL DATA/VEHICLE INFORMATION/VEHICLE CERTI-
Pearlcoat FICATION LABEL - DESCRIPTION) or the Body
Code Plate (Refer to VEHICLE DATA/VEHICLE
Shale Green Metallic XGR
INFORMATION/BODY CODE PLATE - DESCRIP-
Clearcoat
TION). The first digit of the paint code listed on the
Moss Green Pearlcoat RJN vehicle indicates the sequence of application, i.e.: P =
Patriot Blue Pearlcoat WBT primary coat, Q = secondary coat. The color names
Bright Silver Metallic WSB provided in the Paint and Trim Code Description
Clearcoat chart are the color names used on most repair prod-
uct containers. (Refer to 23 - BODY/PAINT - SPECI-
Black Clearcoat DX8 FICATIONS)
Stone White SW1
23 - 62 PAINT TJ
BASECOAT /CLEARCOAT (5) On vehicles without clear coat, the touch-up

color can be lightly finesse sanded (1500 grit) and
FI N I SH polished with rubbing compound.
(6) On vehicles with clearcoat, apply clear topcoat
DESCRIPTION to touch-up paint with the same technique as
On most vehicles a two-stage paint application described in Step 4. Allow clear topcoat to dry hard.
(basecoat/clearcoat) is used. Color that is applied to If desired, Step 5 can be performed on clear topcoat.
primer is called basecoat. The clearcoat protects the
basecoat from ultraviolet light and provides a dura- WARNING: AVOID PROLONGED SKIN CONTACT
ble high-gloss finish. WITH PETROLEUM OR ALCOHOL BASED CLEAN-
ING SOLVENTS. PERSONAL INJURY CAN RESULT.
AVOID PROLONGED SKIN CONTACT WITH PETRO-
PAI N T T OU CH -U P LEUM OR ALCOHOL BASED CLEANING SOL-
VENTS. PERSONAL INJURY CAN RESULT.
STANDARD PROCEDURE - PAINT TOUCH-UP
When a painted metal surface has been scratched
or chipped, it should be touched-up as soon as possi-
ble to avoid corrosion. For best results, use Mopart
FI N ESSE SAN DI N G, BU FFI N G
Scratch Filler/Primer, Touch-Up Paints and Clear & POLI SH I N G
Topcoat. Refer to Introduction group of this manual
for Body Code Plate information. DESCRIPTION
WARNING: USE AN OSHA APPROVED RESPIRATOR CAUTION: Do not remove more than .5 mils of
AND SAFETY GLASSES WHEN SPRAYING PAINT clearcoat finish, if equipped. Basecoat paint must
OR SOLVENTS IN A CONFINED AREA. PERSONAL retain clearcoat for durability.
INJURY CAN RESULT. Use a Paint Thickness Gauge #PR-ETG-2X or equiv-
alent to determine film thickness before and after
(1) Scrape loose paint and corrosion from inside the repair.
scratch or chip.
(2) Clean affected area with Mopart Tar/Road Oil Minor acid etching, orange peel, or smudging in
Remover, and allow to dry. clearcoat or single-stage finishes can be reduced with
(3) Fill the inside of the scratch or chip with a coat light finesse sanding, hand buffing, and polishing. If
of filler/primer. Do not overlap primer onto good sur- the finish has been finesse sanded in the past,
face finish. The applicator brush should be wet it cannot be repeated. Finesse sanding opera-
enough to puddle-fill the scratch or chip without run- tion should be performed by a trained automo-
ning. Do not stroke brush applicator on body surface. tive paint technician.
Allow the filler/primer to dry hard.
(4) Cover the filler/primer with color touch-up
paint. Do not overlap touch-up color onto the original
color coat around the scratch or chip. Butt the new
color to the original color, if possible. Do not stroke
applicator brush on body surface. Allow touch-up
paint to dry hard.
TJ REMOVEABLE TOP 23 - 63
REM OV EABLE T OP
TABLE OF CONTENTS
page page
REMOVEABLE TOP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 66

STANDARD PROCEDURE SOFT TOP FABRIC
HARD TOP REPAIR . . . . . . . . . ... . . . . . . . . 63 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
HARD TOP REPAIR . . . . . . . . . ... . . . . . . . . 63 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 67
HARD TOP FRACTURE REPAIR .. . . . . . . . . 64 DOOR OPENING FRAME
HARD TOP SAG REPAIR . . . . . ... . . . . . . . . 64 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
HARD TOP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 67
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 HARD/SOFT TOP LATCH
SOFT TOP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 67
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
REM OV EABLE T OP HARD TOP REPAIR

If it has been determined that the hard top can be
repaired. The following required materials and proce-
STAN DARD PROCEDU RE dures are to be used.
(1) Use a grinder to remove the paint and outline
HARD TOP REPAIR the damaged area. Use a grade 150 grit disc for paint
removal.
NOTE: The hard top is manufactured from a sheet (2) Grind the outlined surface area again with a
molded compound (SMC). 240 grit disc to prevent coarse scratches from appear-
SMC is constructed using short fiberglass strands ing in the final finish.
usually less than 5.08 cm (2 inches) long. Sheet (3) If cracks extend from the hole, it will be neces-
stock of glass impregnated resin matting is placed sary to stop-drill the crack(s) with a 3-mm (1/8-in)
into the mold and pressed under heat to flow mate- diameter drill bit. This will prevent the crack from
rial throughout the mold. Tooling is shear edge spreading and allow repair material to be effective.
designed to mold to net (i.e. no trimming at periph- (4) Position a fiberglass mat or cloth on the repair
ery required). surface area. Cut the mat 2.5 cm (1 in.) larger than
SMC is repairable in accordance with established repair area but smaller than the outline area. Make
procedures described within this manual. (Refer to the outline area larger if required.
23 - BODY - STANDARD PROCEDURE - PLASTIC (5) Clean the outlined area.
BODY PANEL REPAIR) (6) Place the fiberglass cloth on aluminum foil.
(7) Pour the fiberglass resin into a clean container.
(8) Mix the appropriate amount of hardener and
Hard Top Locators resin. Follow the manufacturers instructions.
There are two hard top locator devices positioned (9) Apply the hardener/resin mixture to both sides
approximately 150 mm (6 in.) from the most forward of the fiberglass cloth.
attachment holes. If the locator device is missing or (10) Place the fiberglass cloth over the repair area.
damaged it must be replaced, as it will assist in plac- Next, place the aluminum foil over the cloth using a
ing the hard top back into the correct position for top plastic spreader to smooth-out the cloth and resin.
re-attachment. Use firm pressure to remove air bubbles and to
If the locator device is missing just make sure that smooth-out the cloth. Remove the aluminum foil.
the attachment holes are clear and simply insert the (11) Allow the resin to cure.
new locator (part is orientated by hole size and (12) Smooth-out the surface area to the contour of
inserts from the bottom of the rail before the hard the hard top with a 150-grit disc.
top is re-attached to the vehicle). (13) Apply plastic filler to complete the repair. Fin-
If the locator device is damaged, cut off the locking ish smoothing the surface area with 240-320 grit
tabs, remove and replace as described above. paper.
23 - 64 REMOVEABLE TOP TJ
REM OV EABLE T OP (Cont inue d)
(14) Repeat the previous steps on the inside area (7) Install the foam repair blocks by removing the
of the hard top. protective backing tape from the adhesive side. The
(15) Featheredge the repaired surface area. foam blocks must be centered above the sport bar
(16) Prime the repaired surface area with PPGt pad.
Epoxy Primer, or an equivalent product. (8) Move the hard top assembly back into position
(17) Apply surface primer to the surface area. and centered at the windshield frame.
(18) Prime the surface area for the color coat. (9) Inspect the hard top seals for damage and
(19) Apply color coat to the repaired surface area. replace, if necessary.
(10) Inspect the windshield header seal and make
HARD TOP FRACTURE REPAIR sure it is clean, undamaged, and free of debris.
If it has been determined that the hard top can be (11) Carefully position the hard top assembly on
repaired. The following required materials and proce- the vehicle making sure that the latches are not
dures are to be used. pinched between the windshield frame and top.
(1) Use a grinder to remove the paint and outline
the damaged area. Use a grade 150 grit disc for paint CAUTION: Do not over tighten the top bolts. Over
removal. tightening can cause cracking of the hardtop
(2) Grind the outlined surface area again with a assembly.
240 grit disc to prevent coarse scratches from appear-
(12) Loosely install the six bolts. Ensure that the
ing in the final finish.
top is centered on the vehicle and locators are in
(3) If cracks extend from the damaged area, it will
place in the body side slots and tighten the bolts to
be necessary to stop drill the cracks with a 3-mm
17 Nm (150 in. lbs.).
(1/8-in) diameter drill bit. This will prevent the crack
(13) Connect the wire wiper motor harness connec-
and/or fracture from spreading and allow repair
tor.
material to be effective.
(14) Connect the rear washer fluid hose.
(4) Bevel the edges of the crack/fracture on both
(15) Engage the latches at windshield frame and
sides with a rotary file.
snap the clamps home.
NOTE: The edges should be beveled on the inside
and outside of the top to ensure sufficient surface
area for good bonding.
H ARD T OP
(5) Complete the repairs with fiberglass cloth and REMOVAL
resin as described in the hard top hole repair proce- (1) Disengage latches at windshield frame (Fig. 1).
dure. (Refer to 23 - BODY/REMOVABLE TOP -
STANDARD PROCEDURE) NOTE: The two forward bolts/nuts are not captured.
Do not lose the nuts when removing.
HARD TOP SAG REPAIR
(2) Remove the six bolts that attach the hard top
Inspect the roof/hard top assembly for the presence
to the body (Fig. 2).
of sag, or if the customer complains of water accumu-
(3) Depress tab on rear wiper motor connector and
lation on the roof. Perform the following procedure to
pull downward to disengage (Fig. 3).
repair.
(4) Disconnect the rear washer fluid hose. Cap the
(1) Disengage latches at windshield frame (Fig. 1).
hose to prevent washer fluid leakage (Fig. 4).
NOTE: The two forward bolts/nuts are not captured.
CAUTION: Protect the lower edges of the top from
Do not lose the nuts when removing.
potential damage, cracks, paint chips, gouges and
(2) Remove the six bolts that attach the hard top scratches that are not covered under warranty.
to the body (Fig. 2).
(5) Carefully remove the hard top assembly from
(3) Depress tab on rear wiper motor connector and
the vehicle.
pull downward to disengage (Fig. 3).
(4) Make two marks on the inside of the hard top
6 cm (2.5 in.) on both sides of the center roof rib,
INSTALLATION
(1) Inspect the hard top seals for damage and
directly above the sport bar.
replace, if necessary.
(5) Move the hard top back about 10 cm (4 in.) to
(2) Inspect the windshield header seal and make
expose the inner rib section.
sure it is clean, undamaged, and free of debris.
(6) Clean the roof area with isopropyl alcohol.
H ARD T OP (Cont inue d)
Fig. 1 HARD TOP LATCH Fig. 4 REAR WASHER FLUID TUBE

1 - LATCH 1 - WASHER HOSE CAP
2 - HARD TOP 2 - REAR WASHER SUPPLY HOSE - BODY HALF
(3) Carefully position the hard top assembly on the
vehicle making sure that the latches are not pinched
between the windshield frame and top.
CAUTION: Do not over tighten the top bolts. Over

tightening can cause cracking of the hardtop
assembly.
(4) Loosely install the six bolts. Ensure that the

top is centered on the vehicle and tighten the bolts to
17 Nm (150 in. lbs.).
(5) Connect the wire wiper motor harness connec-
tor.
(6) Connect the rear washer fluid hose.
(7) Engage the latches at windshield frame and
snap the clamps home.
Fig. 2 HARD TOP REMOVAL
1 - HARD TOP SOFT T OP
2 - HOLD DOWN BOLT
3 - BODY RAIL
REMOVAL
(1) Disengage the retainers attaching the rear win-
dow to the body.
(2) Remove rear window, unzipping from right to
left.
(3) Disengage J-straps at soft top rear corners
(Fig. 5).
(4) Unzip quarter windows, disengage J-strap and
remove quarter windows.
(5) Starting at the rear of the upper door opening
frame and working forward, disengage drip rail
retainers attaching the soft top to the door opening
frame.
(6) Unlatch top at windshield frame.
Fig. 3 REAR WIPER WIRE HARNESS CONNECTOR (7) Lower the top to the rearward position.
1 - WIPER MOTOR CONNECTOR (8) Remove the screws attaching the roof bows to
the pivot bracket (Fig. 6).
23 - 66 REMOVEABLE TOP TJ
SOFT T OP (Cont inue d)
(9) Lift up bows at pivot bracket to disengage from
pivot bracket.
(10) Remove the top (Fig. 7).
Fig. 6 ROOF BOW REMOVAL

1 - SPORT BAR
2 - REAR ROOF BOW
Fig. 5 SOFT TOP J-STRAPS 3 - SIDE ROOF BOW
1 - SOFT TOP CORNER J-STRAP

2 - QUARTER PANEL (2) Install the screws attaching the roof bows to
the pivot bracket. (The front bow is attached to the
INSTALLATION pivot bracket on the upper outward location).
(1) Position the top on the vehicle. (3) Raise the top.
(4) Position latch in windshield frame.
Fig. 7 SOFT TOP

1 - HALF DOOR WINDOW 4 - SOFT TOP
2 - DOOR OPENING FRAME 5 - ROOF BOW
3 - QUARTER WINDOW 6 - LATCH REINFORCEMENT
SOFT T OP (Cont inue d)
(5) Install the quarter windows.
(6) Working from front to rear, engage the J-straps
attaching the quarter window to the body.
(7) Install rear window.
(8) Engage drip rail retainers above door opening
frame.
(9) Working from front to rear, engage J-straps at
soft top rear corners.
(10) Engage the retainers attaching the rear win-
dow to the body.
(11) Close latch at windshield frame.
SOFT T OP FABRI C
REMOVAL Fig. 8 DOOR OPENING FRAME
(1) Disengage the snaps attaching the soft top fab-
1 - DOOR OPENING FRAME
ric to the rear roof bow. 2 - KNOBS
(2) Disengage the hook and loop fastener attaching
soft top fabric to the center roof bow. (2) Position the door opening frame on the side
(3) Lower the soft top. support bar and install the knobs.
(4) Remove the screws attaching the soft top fabric (3) Raise and secure the top.
to the front roof bow and fold back fabric.
(5) Separate the soft top fabric from the frame.
H ARD/SOFT T OP LAT CH
INSTALLATION
(1) Position the soft top fabric on the frame. REMOVAL
(2) Install the screws attaching the soft top fabric (1) Unlatch the top (Fig. 9).
to the front roof bow. (2) Using a grease pencil or equivalent, mark the
(3) Engage the hook and loop fastener attaching position of the latch on the top.
soft top fabric to the center roof bow. (3) Remove the screws attaching the latch to the
(4) Engage the snaps attaching the soft top fabric top.
to the rear roof bow.
(5) Raise and secure the soft top.
DOOR OPEN I N G FRAM E

REMOVAL
Vehicles equipped with a soft top require a door
opening frame to complete the seal for the soft top
door assembly.
(1) Lower the top to the rearward position.
(2) Turn the knobs located on top of the door open-
ing frame counter clockwise and remove completely
(Fig. 8).
(3) Pull door opening frame outward and up. Sep-
arate from vehicle.
Fig. 9 HARD/SOFT TOP LATCH
INSTALLATION 1 - LATCH
Vehicles equipped with a soft top require a door 2 - HARD TOP
opening frame to complete the seal for the soft top 3 - WINDSHIELD FRAME
door assembly.
(1) Install the alignment pin at the base of the INSTALLATION
door opening frame into the hole at the top of the (1) Position the latch on the top and install the
quarter panel. screws.
23 - 68 SEATS TJ
SEAT S
TABLE OF CONTENTS
page page
FRONT SEAT FRONT SEAT TRACK ADJUSTER

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
FRONT SEAT BACK REAR SEAT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
FRONT SEAT BACK COVER REAR SEAT BACK
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
FRONT SEAT CUSHION COVER REAR SEAT BACK HINGE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
FRONT SEAT BACK RECLINER/COVER REAR SEAT BACK COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
FRONT SEAT BACK RECLINER CABLE REAR SEAT CUSHION COVER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
FRONT SEAT FOLDING RELEASE CABLE REAR SEAT RELEASE CABLE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FRONT SEAT BACK DUMP CABLE REAR SEAT STRIKERS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FRON T SEAT
REMOVAL
(1) Disengage seat belt electrical connector (Fig. 1).
(2) Remove the bolts attaching the seat adjuster to
the floor panel (Fig. 2).
(3) Remove the seat from the vehicle.
INSTALLATION
(1) Position the seat in the vehicle.
(2) Install the bolts attaching the rear of seat
frame to the floor panel. Tighten outboard bolt to 33
Nm (25 ft. lbs.). Tighten inboard bolt to 74 Nm (55
ft. lbs.).
(3) Install the bolts attaching the front of seat
frame to the floor panel and tighten bolts to 33 Nm
(25 ft. lbs.). Fig. 1 SEAT BELT ELECTRICAL
(4) Engage seat belt electrical connector. 1 - FRONT SEAT
2 - SEAT BELT ELECTRICAL CONNECTOR
TJ SEATS 23 - 69
FRON T SEAT (Cont inue d)
Fig. 3 SEAT BACK HINGE COVER

Fig. 2 BUCKET SEAT REMOVAL
1 - SEAT BACK COVER
1 - BUCKLE 2 - RECLINER COVER RETAINING TAB
2 - SEAT 3 - SEAT CUSHION FRAME
3 - TURNING LOOP 4 - RECLINER COVER
4 - COVER
5 - ADJUSTER
6 - RETRACTOR
FRON T SEAT BACK

REMOVAL
(1) Remove seat. (Refer to 23 - BODY/SEATS/
FRONT SEAT - REMOVAL)
(2) Disengage the j-straps at the lower edge of the
seat back and position the seat back cover aside.
(3) Using a small flat bladed tool, release the
hinge cover retaining tab and remove. (Fig. 3)
(4) Disconnect the recliner cables. (Fig. 4)
(5) Remove the upper recliner bolts and remove
the seat back
INSTALLATION Fig. 4 SEAT BACK HINGE

(1) Position the seatback on the seat cushion. 1 - DUMP CABLE CONNECTIONS
(2) Passenger seat and driver dumping seat: 2 - SEAT BACK BOLTS (4)
3 - SEAT BACK RECLINER
(a) Engage seat dump cable to clip on recliner.
(3) Install the bolts attaching the recliner to the
seat cushion frame. FRON T SEAT BACK COV ER
(4) Engage the seat cushion corner cover j-retain-
ers. REMOVAL
(5) Engage the retainers attaching the cushion (1) Remove the seat. (Refer to 23 - BODY/SEATS/
cover to the outboard seat cushion frame. SEAT - REMOVAL)
(6) Install seat. (Refer to 23 - BODY/SEATS/ (2) Disconnect the j-straps at the bottom of the
FRONT SEAT - INSTALLATION) seat back.
(3) Remove the bottom hog rings.
(4) Remove the upper hog rings.
(5) Remove the support rods from the seat back.
(6) Using a trim stick C-4755 or equivalent,
remove and discard the seat release handle knob.
(Fig. 5)
23 - 70 SEATS TJ
FRON T SEAT BACK COV ER (Cont inue d)
(7) Remove the screw and remove the release han- (4) Engage inboard j-strap.
dle bezel. (5) Engage front j-strap.
(8) Remove the seat cover and cushion. (6) Engage rear j-strap
(7) Install seat back. (Refer to 23 - BODY/SEATS/
FRONT SEAT BACK - INSTALLATION)
FRON T SEAT BACK RECLI N ER/

COV ER
REMOVAL
(1) Remove the seat. (Refer to 23 - BODY/SEATS/
FRONT SEAT - REMOVAL)
(2) Disconnect the j-straps at the lower edge of the
seat back and position aside.
(3) Disconnect the rear j-straps of the cushion and
position aside.
(4) Using a small flat bladed tool, release the
recliner cover retaining tab and remove. (Fig. 3)
Fig. 5 FORWARD FOLDING SEAT RELEASE (5) Disconnect the seat back dump cables. (Fig. 4)
HANDLE (6) Remove the two seat back bolts.
1 - SEAT BACK (7) Remove the two seat cushion frame bolts.
2 - BEZEL SCREW (8) Disconnect the recliner cable.
3 - RELEASE HANDLE BEZEL (9) For the inboard recliner, disconnect the forward
4 - RELEASE HANDLE KNOB
folding cable assembly, if equipped.
(1) Position cover and cushion on seatback.
(1) Connect the forward folding cable assembly, if
(2) Install the release handle bezel and install the
equipped.
screw.
(2) Connect the recliner cable.
(3) Install a new release handle knob.
(3) Install the two seat cushion frame bolts.
(4) Install the support rods.
(4) Install the two seat back bolts.
(5) Install the upper hog rings.
(5) Connect the seat back dump cables.
(6) Install the bottom hog rings.
(6) Install the recliner cover.
(7) Connect the j-straps at the bottom of the seat
(7) Connect the rear j-straps of the cushion.
back.
(8) Connect the j-straps at the lower edge of the
(8) Install seat back. (Refer to 23 - BODY/SEATS/
seat back.
FRONT SEAT BACK - INSTALLATION)
(9) Install the seat. (Refer to 23 - BODY/SEATS/
SEAT - INSTALLATION)
FRON T SEAT CU SH I ON COV ER
FRON T SEAT BACK RECLI N ER
REMOVAL
(1) Remove seat back. (Refer to 23 - BODY/SEATS/ CABLE
FRONT SEAT BACK - REMOVAL)
(2) Disengage inboard j-strap. REMOVAL
(3) Disengage front j-strap. (1) Remove seat cushion cover. (Refer to 23 -
(4) Disengage rear j-strap BODY/SEATS/SEAT CUSHION COVER -
(5) Roll cover up to access hog rings. REMOVAL)
(6) Disengage inboard and outboard hog rings. (2) Disengage cable from recliner release handle.
(7) Separate cover from cushion. (Fig. 6) and (Fig. 7)
(3) Route cable through seat cushion pad.
INSTALLATION (4) Disengage cable from mounting bracket.
(1) Position cover on cushion and align seams.
(2) Engage inboard and outboard hog rings.
(3) Roll cover over cushion edges.
TJ SEATS 23 - 71
FRON T SEAT BACK RECLI N ER CABLE (Cont inue d)
FRON T SEAT FOLDI N G

RELEASE CABLE
REMOVAL
SEAT - REMOVAL)
(2) Disconnect the release cable folding end. (Fig. 8)
(3) Remove the inboard recliner. (Refer to 23 -
BODY/SEATS/SEAT BACK RECLINER - REMOVAL)
(4) Disconnect the release cable assembly at the
inboard recliner, from the support bracket. (Fig. 9)
(5) Disconnect the cable assembly at the slider and
remove. (Fig. 10)
Fig. 6 RECLINER HANDLE/CABLE

1 - RECLINER HANDLE
2 - RECLINER CABLE END
3 - RECLINER CABLE
4 - RECLINER HANDLE BOLT
Fig. 8 RELEASE CABLE/FOLDING END

1 - CABLE END CLIP
2 - CABLE HOUSING
3 - CABLE ASSEMBLY
Fig. 7 RECLINER CABLE END

1 - RECLINER CABLE
INSTALLATION
(1) Engage cable to mounting bracket.
(2) Route cable through seat cushion pad.
(3) Engage cable to recliner release.
(4) Install seat back cover. (Refer to 23 - BODY/
SEATS/FRONT SEAT BACK COVER - INSTALLA-
TION)
Fig. 9 RELEASE CABLE/RECLINER END

1 - CABLE ASSEMBLY
2 - CABLE HOUSING
3 - SEAT CUSHION FRAME
4 - CABLE SUPPORT BRACKET
23 - 72 SEATS TJ
FRON T SEAT FOLDI N G RELEASE CABLE (Cont inue d)
FRON T SEAT T RACK

ADJ U ST ER
REMOVAL
SEAT - REMOVAL)
(2) Position aside the seat back cover. (Refer to 23
- BODY/SEATS/SEAT BACK COVER - REMOVAL)
(3) Remove the recliner covers. (Refer to 23 -
BODY/SEATS/SEAT BACK RECLINER - REMOVAL)
(4) Position aside the seat cushion cover. (Refer to
23 - BODY/SEATS/SEAT CUSHION COVER -
REMOVAL)
(5) Disconnect the recliner cable ends. (Fig. 11)
and (Fig. 12)
Fig. 10 RELEASE CABLE/SLIDER END (6) Remove the seat cushion to hinge bolts. (Fig.
11) and (Fig. 12)
1 - CABLE HOUSING
2 - CABLE END (7) Disconnect the folding release cable from the
3 - SLIDER seat back recliner, if equipped. (Fig. 11)
4 - SEAT CUSHION FRAME (8) Remove the seat back assembly.
(9) Remove the two bolts on either side of the seat
INSTALLATION cushion and remove the seat track assembly. (Fig. 13)
(1) Connect the cable assembly at the slider.
(2) Connect the inboard release cable assembly to
the support bracket at the recliner.
(3) Install the inboard recliner. (Refer to 23 -
BODY/SEATS/SEAT BACK RECLINER - INSTAL-
LATION)
(4) Connect the folding end of the release cable
assembly.
SEAT - INSTALLATION)
FRON T SEAT BACK DU M P

CABLE
REMOVAL
(1) Remove the seat back cover. (Refer to 23 - Fig. 11 INBOARD SEAT CUSHION AND HINGE
BODY/SEATS/FRONT SEAT BACK COVER -
1 - RECLINER CABLE
REMOVAL) 2 - SEAT CUSHION FRAME BOLTS
(2) Disconnect the dump cables from the recliners. 3 - SEAT CUSHION FRAME
(Fig. 4) 4 - FOLDING RELEASE CABLE ASSEMBLY END
(3) Remove the two dump handle assembly screws
and remove the release cable assembly. INSTALLATION
(1) Install the seat track assembly and install the
INSTALLATION two front bolts.
(1) Install the dump handle assembly and install (2) Install the seat back assembly.
the two screws. (3) Connect the folding release cable assembly end
(2) Connect the dump cables at the recliners. to the seat back recliner.
(3) Install the seat back cover. (Refer to 23 - (4) Install the seat back assembly bolts.
BODY/SEATS/SEAT BACK COVER - INSTALLA- (5) Tighten the seat track bolts to 50 Nm (37 ft.
TION) lbs.)
(6) Connect the recliner cables.
TJ SEATS 23 - 73
FRON T SEAT T RACK ADJ U ST ER (Cont inue d)
REAR SEAT
REMOVAL
(1) Remove the add-a-trunk, if equipped. (Refer to
23 - BODY/INTERIOR/ADD-A-TRUNK - REMOVAL)
(2) Using the latch handle, fold the seat back down
and tip the seat assembly forward. (Fig. 14)
(3) Squeeze the release bar and disengage the
front latches. (Fig. 15)
(4) Remove the seat through tailgate opening.
Fig. 12 SEAT CUSHION AND HINGE

1 - SEAT CUSHION FRAME BOLTS
3 - RECLINER HANDLE
Fig. 14 REAR SEAT BACK

1 - REAR SEAT BACK
2 - RELEASE HANDLE
Fig. 13 FRONT SEAT CUSHION BOLTS

1 - SEAT TRACK
2 - SEAT CUSHION FRAME BOLT
3 - SEAT CUSHION
(7) Install the seat cushion cover. (Refer to 23 -

BODY/SEATS/SEAT CUSHION COVER - INSTAL-
LATION)
(8) Install the recliner covers. (Refer to 23 - BODY/
SEATS/SEAT BACK RECLINER - INSTALLATION)
(9) Install the seat back cover. (Refer to 23 -
BODY/SEATS/SEAT BACK COVER - INSTALLA- Fig. 15 REAR SEAT RELEASE LATCH ROD
TION) 1 - RELEASE LATCH ROD
2 - REAR SEAT CUSHION
(10) Install the seat. (Refer to 23 - BODY/SEATS/ 3 - REAR SEAT LATCH ASSEMBLY
SEAT - INSTALLATION) 4 - REAR SEAT LATCH STRIKER (4)
INSTALLATION
(1) Position the seat on the rear floor panel and
engage the seat frame release latch with the front
strikers.
23 - 74 SEATS TJ
REAR SEAT (Cont inue d)
(2) Roll seat back and engage the rear latches with
the rear strikers.
(3) Return the seat back to the up position.
(4) Install the add-a-trunk, if equipped. (Refer to
23 - BODY/INTERIOR/ADD-A-TRUNK - INSTALLA-
TION)
REAR SEAT BACK

REMOVAL
(1) Remove rear seat. (Refer to 23 - BODY/SEATS/
REAR SEAT - REMOVAL)
(2) Remove the bolts attaching the seat back
assembly to the seat cushion and remove the seat
back. (Fig. 16)
Fig. 17 REAR SEAT BACK HINGE

1 - RELEASE CABLE GUIDE
2 - BOLTS
3 - SEAT BACK HINGE
4 - RELEASE CABLE CONNECTION
5 - SEAT BACK FRAME
INSTALLATION
(1) Install the hinge and install the bolts.
(2) Tighten the bolts to 50 Nm (37 ft. lbs.).
(3) Connect the release cable.
Fig. 16 REAR SEAT BACK HINGE (4) Connect the lower j-straps of the seat back.
1 - SEAT CUSHION BOLTS (5) Install the lower hinge bolts and tighten to 50
2 - SEAT BACK HINGE Nm (37 ft. lbs.).
3 - SEAT CUSHION (6) Install the seat. (Refer to 23 - BODY/SEATS/
REAR SEAT - INSTALLATION)
INSTALLATION
(1) Position the seat back on the seat cushion and
install the bolts. REAR SEAT BACK COV ER
(3) Install rear seat. (Refer to 23 - BODY/SEATS/ REMOVAL
REAR SEAT - INSTALLATION) (1) Remove the seat. (Refer to 23 - BODY/SEATS/
SEAT - REMOVAL)
(2) Remove the screws and remove the seat back
REAR SEAT BACK H I N GE release handle bezel. (Fig. 18)
(3) Release the j-clips at the bottom of the seat
REMOVAL back and remove the seat cover.
(1) Remove the seat. (Refer to 23 - BODY/SEATS/ (4) Remove the hog rings and remove the seat
REAR SEAT - REMOVAL) cushion. (Fig. 19)
(2) Remove the lower hinge bolts. (Fig. 16)
(3) Disconnect the lower j-straps of the seat back INSTALLATION
and position aside the seat back cover. (1) Position the cushion onto the seat back frame
(4) Disconnect the release cable. (Fig. 17) and install new hog ring fasteners.
(5) Remove the bolts and remove the hinge. (2) Install the cover over the seat back frame and
cushion.
TJ SEATS 23 - 75
REAR SEAT BACK COV ER (Cont inue d)
REAR SEAT CU SH I ON COV ER

REMOVAL
(1) Remove the rear seat back. (Refer to 23 -
BODY/SEATS/REAR SEAT BACK - REMOVAL)
(2) Un-zip the cover. (Fig. 20)
(3) Release the J-clips. (Fig. 21)
(4) Roll the cover from seat cushion and separate
from the seat cushion frame.
(5) Remove the hogrings from the foam to cover.
Fig. 18 RELEASE HANDLE

1 - RELEASE HANDLE
2 - BEZEL
3 - SCREWS (2)
Fig. 20 SEAT CUSHION COVER

1 - SEAT CUSHION
2 - COVER ZIPPER
Fig. 19 SEAT BACK CUSHION

1 - SEAT BACK FRAME
2 - SEAT BACK RELEASE HANDLE
3 - HOG RINGS (4)
(3) Connect the bottom j-clips.

(4) Install the release handle bezel and install the
screws.
(5) Install the rear seat back. (Refer to 23 - BODY/
Fig. 21 SEAT CUSHION
SEATS/REAR SEAT BACK - INSTALLATION) 1 - SEAT CUSHION FRAME
2 - J-STRAPS
INSTALLATION
(1) Position the cover on the cushion, install new
hogrings to foam, and roll cover downward over the
corners.
(2) Connect the J-clips to the seat cushion frame.
23 - 76 SEATS TJ
REAR SEAT CU SH I ON COV ER (Cont inue d)
(3) Close the cover zipper and tuck the zipper ends REAR SEAT ST RI K ERS
into the cover.
(4) Install the rear seat back. (Refer to 23 - BODY/
REMOVAL
SEATS/REAR SEAT BACK - INSTALLATION)
Rear Strikers
REAR SEAT RELEASE CABLE (1) Release the seat back and fold seat assembly
forward.
(2) Remove the bolts and remove the striker. (Fig.
REMOVAL
23)
Front Strikers
(2) Remove the screws and remove the seat back
release handle bezel. (Fig. 18)
(3) Release the j-clips at the bottom of the seat
(2) Remove the bolts and remove the striker. (Fig.
back and remove the seat cover.
23)
(4) Disconnect the cables at the seat back hinges.
(Fig. 17)
(5) Position the seat back cushion aside and
remove the screws. (Fig. 22)
(6) Remove the seat back release cable assembly.
Fig. 23 REAR SEAT STRIKERS

1 - FRONT STRIKER
2 - BOLTS (2 PER STRIKER)
3 - REAR STRIKER
Fig. 22 RELEASE CABLE ASSEMBLY INSTALLATION

1 - SEAT BACK FRAME
2 - RELEASE CABLE ASSEMBLY HANDLE Front Strikers
3 - SCREWS
(1) Install the striker and install the bolts.
INSTALLATION
(1) Install the seat back release cable assembly
and install the screws.
(2) Connect the cables at the seat back hinges.
Rear Strikers
(3) Install the seat cover and engage the j-clips at
(1) Install the striker and install the bolts.
the bottom of the seat back.
(4) Install the handle bezel and install the screws.
(3) Return the seat to the down position.
TJ STATIONARY GLASS 23 - 77
STAT I ON ARY GLASS
TABLE OF CONTENTS
page page
STATIONARY GLASS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 79

DESCRIPTION WINDSHIELD HINGE
WINDSHIELD SAFETY PRECAUTIONS . . . . . 77 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
QUARTER GLASS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 80
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 WINDSHIELD FRAME
WINDSHIELD INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 81
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
STAT I ON ARY GLASS SKIN CONTACT WITH URETHANE ADHESIVE

SHOULD BE AVOIDED. PERSONAL INJURY MAY
RESULT.
DESCRI PT I ON ALWAYS WEAR EYE AND HAND PROTECTION
WHEN WORKING WITH GLASS.
WINDSHIELD SAFETY PRECAUTIONS
CAUTION: Protect all painted and trimmed surfaces
DESCRIPTION from coming in contact with urethane or primers.
Be careful not to damage painted surfaces when
WARNING: DO NOT OPERATE THE VEHICLE removing moldings or cutting urethane around
WITHIN 24 HOURS OF WINDSHIELD INSTALLATION. windshield.
IT TAKES AT LEAST 24 HOURS FOR URETHANE
ADHESIVE TO CURE. IF IT IS NOT CURED, THE OPERATION
WINDSHIELD MAY NOT PERFORM PROPERLY IN
The windshield is attached to the window frame
AN ACCIDENT.
with urethane adhesive. The urethane adhesive is
URETHANE ADHESIVES ARE APPLIED AS A
applied cold and seals the surface area between the
SYSTEM. USE GLASS CLEANER, GLASS PREP
window opening and the glass. The primer adheres
SOLVENT, GLASS PRIMER, PVC (VINYL) PRIMER
the urethane adhesive to the windshield.
AND PINCH WELD (FENCE) PRIMER PROVIDED BY
It is difficult to salvage a windshield during the
THE ADHESIVE MANUFACTURER. IF NOT, STRUC-
removal operation. The windshield is part of the
TURAL INTEGRITY COULD BE COMPROMISED.
structural support for the roof. The urethane bonding
DAIMLERCHRYSLER DOES NOT RECOMMEND
used to secure the windshield to the fence is difficult
GLASS ADHESIVE BY BRAND. TECHNICIANS
to cut or clean from any surface. If the moldings are
SHOULD REVIEW PRODUCT LABELS AND TECHNI-
set in urethane, it would also be unlikely they could
CAL DATA SHEETS, AND USE ONLY ADHESIVES
be salvaged. Before removing the windshield, check
THAT THEIR MANUFACTURES WARRANT WILL
the availability of the windshield and moldings from
RESTORE A VEHICLE TO THE REQUIREMENTS OF
the parts supplier.
FMVSS 212. TECHNICIANS SHOULD ALSO INSURE
THAT PRIMERS AND CLEANERS ARE COMPATIBLE
WITH THE PARTICULAR ADHESIVE USED. QU ART ER GLASS
BE SURE TO REFER TO THE URETHANE MAN-
UFACTURERS DIRECTIONS FOR CURING TIME
SPECIFICATIONS, AND DO NOT USE ADHESIVE
REMOVAL
(1) Cover surface areas with protective covering to
AFTER ITS EXPIRATION DATE.
avoid paint damage and extra clean-up time.
VAPORS THAT ARE EMITTED FROM THE URE-
(2) Using a razor knife, slide the blade between
THANE ADHESIVE OR PRIMER COULD CAUSE
the quarter glass and the inboard edge of the reveal
PERSONAL INJURY. USE THEM IN A WELL-VENTI-
molding.
LATED AREA.
(3) Cut around the interior perimeter of the reveal
molding and sever the cap of the reveal molding.
23 - 78 STATIONARY GLASS TJ
QU ART ER GLASS (Cont inue d)
(4) Using a cold knife, cut the urethane around the (10) Apply Glass Primer 25 mm (1 in.) wide
perimeter of the quarter glass. around perimeter of quarter glass. Allow at least
(5) Remove the quarter glass from the opening three minutes drying time.
(Fig. 1). (11) Apply Pinchweld primer 15 mm (0.75 in.) wide
around the quarter glass fence. Allow at least three
minutes drying time.
(12) Apply a 10 mm (0.4 in.) diameter bead of ure-
thane to the center of the quarter glass fence surface
area.
CAUTION: Be prepared to install the quarter glass

immediately after applying the adhesive. The adhe-
sive begins to cure within 10-15 minutes.
(13) Align the quarter glass with the grease pencil

marks and position quarter glass on fence.
(14) Push the quarter glass inward until the
reveal molding is seated on the hardtop. Use care to
avoid excessive squeeze-out of adhesive.
(15) Open windows and liftgate to prevent pres-
sure build-up while the urethane is curing.
Fig. 1 HARD TOP QUARTER GLASS
(16) Apply 150 mm (6 in.) lengths of 50 mm (2 in.)
1 - HARD TOP masking tape spaced 250 mm (10 in.) apart to hold
2 - QUARTER GLASS REVEAL MOLDING
3 - QUARTER GLASS quarter glass in place until urethane cures.
(17) After urethane has cured, remove tape strips
INSTALLATION and water test quarter glass to verify repair.
(1) Trim the urethane from the quarter glass open-
ing fence. Leave a 3 mm (0.1 in.) level base of ure-
thane on the quarter glass opening fence.
WI N DSH I ELD
(2) Place replacement quarter glass into quarter
glass opening and position glass in the center of the REMOVAL
opening against fence. The windshield is positioned in the reveal molding
(3) Verify the glass lays evenly against the fence at and is bonded to the windshield frame with urethane
the sides, top and bottom of the replacement quarter adhesive. The windshield interior trim molding is
glass. Next, make alignment marks on glass and top positioned onto the inner windshield frame pinch-
with a grease pencil. weld.
(4) Remove replacement quarter glass from open- (1) Cover body surface areas with protective cover-
ing. ing to avoid paint damage and extra clean-up time.
(5) Position the quarter glass inside up on a suit- (2) Remove the windshield wiper arms. (Refer to 8
able work surface. - ELECTRICAL/WIPERS/WASHERS/WIPER ARMS -
REMOVAL)
WARNING: DO NOT USE SOLVENT BASED GLASS (3) Remove the rear view mirror. (Refer to 23 -
CLEANER TO CLEAN QUARTER GLASS BEFORE BODY/INTERIOR/REAR VIEW MIRROR -
APPLYING GLASS PREP AND PRIMER. POOR REMOVAL)
ADHESION CAN RESULT. (4) Using a razor knife, slide the blade between
the windshield glass and the inboard edge of the
(6) Clean inside of quarter glass with ammonia reveal molding.
based glass cleaner and lint-free cloth. (5) Cut around the interior perimeter of the reveal
(7) Clean the outer edge of the window glass with molding and sever the cap of the reveal molding.
naphtha or a similar product. (6) Using a cold knife, cut the urethane around the
(8) Apply molding to perimeter of quarter glass. perimeter of the windshield.
The butt weld of the molding should be centered at (7) Remove the windshield glass from the frame
the bottom edge of the quarter glass. (Fig. 2).
(9) Apply Glass Prep adhesion promoter 25 mm (1
in.) wide around perimeter of the quarter glass and
wipe with clean/dry lint-free cloth until no streaks
are visible.
WI N DSH I ELD (Cont inue d)
(9) Apply Glass Primer 25 mm (1 in.) wide around
perimeter of windshield. Allow at least three minutes
drying time.
(10) Apply Pinchweld primer 15 mm (.75 in.) wide
around the windshield fence. Allow at least three
minutes drying time.
(11) Apply a urethane bead (Fig. 4) on the pinch-
weld flange surface area 6 mm (.25 in.) from the out-
board edge.
CAUTION: Be prepared to install the windshield

glass immediately after applying the adhesive. The
adhesive begins to cure within 10-15 minutes.
(12) Align the windshield with the grease pencil

marks and position windshield on pinchweld flanges.
Fig. 2 WINDSHIELD (13) Push the windshield glass inward until the
1 - WINDSHIELD reveal molding is seated on the windshield frame.
2 - INNER TRIM MOLDING Use care to avoid excessive squeeze-out of adhesive.
3 - WINDSHIELD FRAME (14) Open windows and liftgate to prevent pres-
4 - WINDSHIELD MOLDING
sure build-up while the urethane is curing.
(15) Starting in each corner, apply 150 mm (6 in.)
INSTALLATION lengths of 50 mm (2 in.) masking tape spaced 250
(1) Trim the urethane from the pinchweld flanges. mm (10 in.) apart to hold windshield in place until
Leave a 3 mm (0.1 in.) level base of urethane on the urethane cures.
pinchweld flanges. (16) Install the rear view mirror support bracket.
(2) Place replacement windshield into windshield (Refer to 23 - BODY/INTERIOR/REAR VIEW MIR-
opening and position glass in the center of the open- ROR SUPPORT BRACKET - INSTALLATION)
ing against pinchweld flange. (17) Install the rear view mirror. (Refer to 23 -
(3) Verify the glass lays evenly against the pinch BODY/INTERIOR/REAR VIEW MIRROR - INSTAL-
weld fence at the sides, top and bottom of the LATION)
replacement windshield. If not, the pinchweld flange (18) Install the wiper arms. (Refer to 8 - ELEC-
must be formed to the shape of the new glass. Next, TRICAL/WIPERS/WASHERS/WIPER ARMS -
make alignment marks on glass and body with a INSTALLATION)
grease pencil. (19) After urethane has cured, remove tape strips
(4) Remove replacement windshield from wind- and water test windshield to verify repair.
shield opening.
(5) Position the windshield inside up on a suitable
work surface with two padded, wood 10 cm by 10 cm
by 50 cm (4 in. by 4 in. by 20 in.) blocks, placed par-
allel 75 cm (2.5 ft.) apart (Fig. 3).
WARNING: DO NOT USE SOLVENT BASED GLASS

CLEANER TO CLEAN WINDSHIELD BEFORE
APPLYING GLASS PREP AND PRIMER. POOR
ADHESION CAN RESULT.
(6) Clean inside of windshield with ammonia based

glass cleaner and lint-free cloth.
(7) Apply molding to perimeter of windshield. The
butt weld of the molding should be centered at the
bottom edge of the windshield. Fig. 3 WORK SURFACE SET UP AND MOLDING
(8) Apply Glass Prep adhesion promoter 25 mm (1 INSTALLATION
in.) wide around perimeter of windshield and wipe
1 - WINDSHIELD AND MOLDINGS
with clean/dry lint-free cloth until no streaks are vis- 2 - BLOCKS
ible.
23 - 80 STATIONARY GLASS TJ
WI N DSH I ELD (Cont inue d)
INSTALLATION
(1) Paint as required.
(2) Clean the contact surface of the hinge and cowl
with isopropyl alcohol or equivalent.
(3) Apply a 4 mm bead of Mopart Vinyl Acrylic
Sealant or equivalent around the perimeter of the
hinge contact surface. The bead should be 10 mm
inboard of the edge.
(4) Position the hinge on the vehicle.
(5) Install the bolts attaching the hinge to the
windshield frame.
(6) Install the bolts attaching the hinge to the
cowl.
(7) Ensure that the sealant provides complete cov-
erage. Wipe away excess sealant.
Fig. 4 URETHANE BEAD (8) Install door. (Refer to 23 - BODY/DOOR -
1 - WINDSHIELD FRONT/DOOR - INSTALLATION)
2 - MOLDING
3 - URETHANE BEAD
WI N DSH I ELD FRAM E

WI N DSH I ELD H I N GE
REMOVAL
REMOVAL (1) Unlatch top.
(2) Remove the bolts attaching the sport bar to the
NOTE: If both hinges are to be replaced, the wind-
windshield frame.
shield must be tilted to the full forward position.
(3) Remove the windshield wiper arms. (Refer to 8
(Refer to 23 - BODY/STATIONARY GLASS/WIND-
- ELECTRICAL/WIPERS/WASHERS/WIPER ARMS -
SHIELD - REMOVAL)
REMOVAL)
(1) Remove door. (Refer to 23 - BODY/DOOR - (4) Remove the torx screw closest to the hinge
FRONT/DOOR - REMOVAL) pivot point and tilt the windshield forward.
(2) Remove the bolts attaching the hinge to the (5) Remove the torx screws attaching the wind-
cowl (Fig. 5). shield hinge to the windshield frame (Fig. 6).
(3) Remove the bolts attaching the hinge to the (6) Separate the windshield frame from the vehi-
windshield frame. cle.
(4) Separate the hinge from the vehicle.
Fig. 6 WINDSHIELD FRAME

Fig. 5 WINDSHIELD HINGE 1 - WINDSHIELD HOLD DOWN LOOP
2 - WINDSHIELD HINGE
1 - COWL
2 - WINDSHIELD
3 - WINDSHIELD HINGE
WI N DSH I ELD FRAM E (Cont inue d)
INSTALLATION (4) Install the torx screw closest to the hinge pivot
point and lock the windshield in the upright position.
NOTE: Inspect windshield to cowl seal for damage (5) Install the windshield wiper arms. (Refer to 8 -
and confirm correct position. ELECTRICAL/WIPERS/WASHERS/WIPER ARMS -
INSTALLATION)
(1) Position the windshield frame on the vehicle. (6) Install the bolts attaching the sport bar to the
(2) Install the torx screws attaching the wind- windshield frame.
shield hinge to the windshield frame. (7) Latch top.
(3) Tilt the windshield rearward.
23 - 82 WEATHERSTRIP/SEALS TJ
WEAT H ERST RI P/SEALS
TABLE OF CONTENTS
page page
HOOD TO COWL WEATHERSTRIP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 83

REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 HALF DOOR WEATHERSTRIP
FULL DOOR INNER BELT WEATHERSTRIP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 83
DESCRIPTION - FULL DOOR INNER BELT TAILGATE WEATHERSTRIP AND CHANNEL
WEATHERSTRIP . . . . . . . . . . . . . . . . . . . . . . 82 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
FULL DOOR OUTER BELT SEAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 84
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 WINDSHIELD FRAME WEATHERSTRIP
FULL DOOR WEATHERSTRIP INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 84
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
H OOD T O COWL INSTALLATION

(1) Position the weatherstrip on the cowl flange
WEAT H ERST RI P and press it into place.
REMOVAL
(1) Carefully separate the weatherstrip from the FU LL DOOR I N N ER BELT
cowl flange (Fig. 1).
WEAT H ERST RI P
DESCRIPTION - FULL DOOR INNER BELT
WEATHERSTRIP
The inner belt weatherstrip is attached to the door
trim panel and is not serviceable. If the inner belt
weatherstrip needs to be replaced, replace the door
trim panel.
FU LL DOOR OU T ER BELT
SEAL
REMOVAL
(1) Remove the door sail panel.
(2) Disengage the clips attaching the outer belt
Fig. 1 HOOD TO COWL WEATHERSTRIP seal to the door (Fig. 2).
1 - COWL (3) Separate the seal from the door.
2 - COWL FLANGE
3 - COWL PLENUM DRAIN
4 - HOOD TO COWL WEATHERSTRIP
TJ WEATHERSTRIP/SEALS 23 - 83
FU LL DOOR OU T ER BELT SEAL (Cont inue d)
Fig. 2 FULL DOOR OUTER BELT SEAL

1 - OUTER BELTLINE WEATHERSTRIP
2 - OUTSIDE DOOR HANDLE
3 - CLIPS
INSTALLATION
(1) Position the seal on the door.
(2) Engage the clips attaching the outer belt seal Fig. 3 FULL DOOR WEATHERSTRIP
to the door. 1 - FULL DOOR
(3) Install the door sail panel. 2 - WEATHERSTRIP
3 - WATERDAM
4 - OUTER DOOR BELT SEAL
FU LL DOOR WEAT H ERST RI P
H ALF DOOR WEAT H ERST RI P
REMOVAL
REMOVAL
NOTE: The upper portion of the weatherstrip is
seated into a channel around the window opening NOTE: The weatherstrip is attached to the door with
frame. The lower portion of the weatherstrip is push-in fasteners.
attached to the door with push-in fasteners.
(1) Remove trim panel. (Refer to 23 - BODY/HALF
(1) Peel the weatherstrip from the channel. DOOR/TRIM PANEL - REMOVAL)
(2) Remove the push-in fasteners attaching the (2) Remove window retaining sleeve.
weatherstrip to the door (Fig. 3). (3) Remove the push-in fasteners attaching the
weatherstrip to the door. (Fig. 4)
INSTALLATION
(1) Position the lower part of the weatherstrip and INSTALLATION
seat the push-in fasteners fully.
(2) Install the weatherstrip in the upper weather- NOTE: The weatherstrip is attached to the door with
strip channel seat fully. push-in fasteners.
(1) Position the weatherstrip onto the door and

seat the push-in fasteners fully.
(2) Install window retaining sleeve.
23 - 84 WEATHERSTRIP/SEALS TJ
H ALF DOOR WEAT H ERST RI P (Cont inue d)
INSTALLATION
(1) If the weatherstrip channel is being replaced;
(a) Clean the channel contact surface on the tail-
gate with isopropyl alcohol, or equivalent.
(b) Peel the paper backing from the weatherstrip
channel.
(c) Install the push pin fasteners attaching the
weatherstrip to the tailgate.
(d) Position weatherstrip channel to the tailgate
and press into place.
(e) Use hand pressure or a roller to wet out the
tape adhesive holding the weatherstrip channel to
the tailgate.
(2) Install the push pin fasteners attaching the
weatherstrip to the tailgate.
Fig. 4 HALF DOOR WEATHERSTRIP (3) Slide the weatherstrip into the weatherstrip
1 - HALF DOOR
channel.
2 - WEATHERSTRIP
(3) Install trim panel. (Refer to 23 - BODY/HALF WI N DSH I ELD FRAM E

DOOR/TRIM PANEL - INSTALLATION) WEAT H ERST RI P
TAI LGAT E WEAT H ERST RI P REMOVAL

AN D CH AN N EL UPPER (Header)
(1) Disconnect the top from the windshield frame.
REMOVAL (2) Disengage the push-in fasteners attaching the
(1) Open the tailgate. weatherstrip to the windshield frame.
(2) Remove the push-in fasteners attaching the (3) Peel the weatherstrip from the frame.
weatherstrip to the top corners of the tailgate (Fig. 5).
(3) Peel the weatherstrip from the upper tailgate LOWER
corners.
(4) Slide the weatherstrip out of the tailgate channel. NOTE: The lower windshield frame weatherstrip can
(5) If the weatherstrip channel requires replace- be removed with the frame tilted forward to the full
ment, peel the weatherstrip channel from the tailgate. horizontal position.
(1) Remove the wiper arms. (Refer to 8 - ELEC-

TRICAL/WIPERS/WASHERS/WIPER ARMS -
REMOVAL)
(2) Disconnect the top from the windshield frame.
(3) Remove the cowl grille. (Refer to 23 - BODY/
EXTERIOR/COWL GRILLE AND SCREEN -
REMOVAL)
(4) Remove the torx screws on each side of the
windshield frame allowing the windshield frame to
tilt to the full horizontal position.
(5) Disengage the outboard push-in fasteners at
the top of cowl on each hinge pillar (Fig. 6).
(6) Remove the weatherstrip from the cowl.
INSTALLATION
Fig. 5 TAILGATE WEATHERSTRIP UPPER (Header)
1 - TAILGATE (1) Clean the seal contact surface on the wind-
2 - WEATHERSTRIP shield frame with isopropyl alcohol or equivalent.
TJ WEATHERSTRIP/SEALS 23 - 85
WI N DSH I ELD FRAM E WEAT H ERST RI P (Cont inue d)
NOTE: Ensure that the contact surface is dry and LOWER
free from any residue, poor adhesion will result. (1) Position the weatherstrip on the cowl.
(2) Align the outer push-in fasteners and press
(2) Position the weatherstrip on the windshield them into place.
frame, align the push-in fasteners and press it into (3) Tilt the windshield frame rearward to the full
place (Fig. 6). vertical position.
(3) Remove adhesive backing from the bottom of
the weatherstrip. NOTE: Ensure weatherstrip outer detail mates with
(4) Using forceful hand pressure, seat the adhesive the a-pillar trim. Outer detail must be flush with trim
on the contact surface. surface for proper sealing performance.
NOTE: If tape surface becomes contaminated, it will (4) Install the torx screws on each side of the
not adhere to the windshield frame. windshield securing the windshield frame.
(5) Connect the top to the windshield frame.
(5) Connect the top to the windshield frame. (6) Install cowl grille. (Refer to 23 - BODY/EXTE-
RIOR/COWL GRILLE AND SCREEN - INSTALLA-
TION)
(7) Install the wiper arms. (Refer to 8 - ELECTRI-
CAL/WIPERS/WASHERS/WIPER ARMS - INSTAL-
LATION)
Fig. 6 WINDSHIELD FRAME WEATHERSTRIP

2 - UPPER HEADER WEATHERSTRIP
3 - PUSH-IN FASTENER
4 - WINDSHIELD TO COWL WEATHERSTRIP
5 - COWL
6 - VIEW OF ARROW Y
7 - PUSH-IN FASTENERS (2 per end)
23 - 86 BODY STRUCTURE TJ
BODY ST RU CT U RE
TABLE OF CONTENTS
page page
GAP AND FLUSH STRUCTURAL ADHESIVE LOCATIONS

SPECIFICATIONS - GAP AND FLUSH . . . . . . . . 86 SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . 111
OPENING DIMENSIONS WELD LOCATIONS
SPECIFICATIONS SPECIFICATIONS
BODY OPENING DIMENSIONS . . . . . . . . . . . 89 WELD LOCATIONS . . . . . . . . . . . . . . . . . . . 120
SEALER LOCATIONS
SPECIFICATIONS
SEALER LOCATIONS . . . . . . . . . . . . . . . . . . 94
GAP AN D FLU SH
SPECIFICATIONS - GAP AND FLUSH
I N DEX
DESCRIPTION FIGURE
FRONT/SIDE DIMENSIONS 1
REAR/SIDE DIMENSIONS 2
TJ BODY STRUCTURE 23 - 87
GAP AN D FLU SH (Cont inue d)
Fig. 1 FRONT/SIDE DIMENSIONS

GAP AN D FLU SH (Cont inue d)
Fig. 2 REAR/SIDE DIMENSIONS

OPEN I N G DI M EN SI ON S
SPECI FI CAT I ON S
BODY OPENING DIMENSIONS
I N DEX
DESCRIPTION FIGURE
WINDSHIELD OPENING 3
DOOR OPENING 4
QUARTER WINDOW OPENING 5
ENGINE COMPARTMENT 6
TAILGATE AND LIFTGATE OPENING 7
Fig. 3 WINDSHIELD OPENING

A & B. Center of radius at bottom to center of
radius top.
OPEN I N G DI M EN SI ON S (Cont inue d)
Fig. 4 DOOR OPENING

A. Center of radius at bottom front to center of
radius at top rear.
B. Center of door lower rear corner to center of
top of windshield frame.
C. Center of door lower rear corner to top of
cowl.
D. Center of door hinge mount to center of door
striker mount.
Fig. 5 QUARTER WINDOW OPENING

Fig. 6 ENGINE COMPARTMENT

Fig. 7 TAILGATE AND LIFTGATE OPENING

A. Center of liftgate opening to floor.
B. Center of radius upper corner to center of
body and floor corner.
C. Liftgate opening distance.
D. Tailgate opening distance.
SEALER LOCAT I ON S
SPECI FI CAT I ON S
SEALER LOCATIONS
DESCRIPTION FIGURE
APPLICATION METHODS 8
COWL AND PLENUM 9
COWL TOP END AND PLENUM 10
COWL AND WINDSHIELD OUTER PANEL 11
INNER WHEELHOUSE 12
REAR FLOOR RISER AND OUTER BODY SEAMS 13
REAR CORNER PANEL 14
HALF DOOR 15
FULL DOOR 16
DASH COWL AND PLENUM 17
DASH, COWL AND PLENUM 18
DASH, COWL AND PLENUM SUPPORTS AND REINFORCEMENTS 21
DASH, COWL AND PLENUM SUPPORTS AND REINFORCEMENTS 22
FRONT FLOOR, STRAINER, REINFORCEMENT AND COWL SIDE LOWER 23
BODY SIDE APERTURE 24
WHEELHOUSE 25
COWL AND PLENUM 26
REAR FLOOR AND OUTER BODY SEAMS 27
SEALER LOCAT I ON S (Cont inue d)
Fig. 8 APPLICATION METHODS

Fig. 9 COWL AND PLENUM

Fig. 10 COWL TOP END AND PLENUM

Fig. 11 COWL AND WINDSHIELD OUTER PANEL
Fig. 12 INNER WHEELHOUSE

Fig. 13 REAR FLOOR RISER AND OUTER BODY SEAMS
Fig. 14 REAR CORNER PANEL

Fig. 15 HALF DOOR
Fig. 16 FULL DOOR

Fig. 17 DASH COWL AND PLENUM

Fig. 18 DASH, COWL AND PLENUM



Fig. 21 DASH, COWL AND PLENUM SUPPORTS AND REINFORCEMENTS

Fig. 22 DASH, COWL AND PLENUM SUPPORTS AND REINFORCEMENTS

Fig. 23 FRONT FLOOR, STRAINER, REINFORCEMENT AND COWL SIDE LOWER

Fig. 24 BODY SIDE APERTURE

Fig. 25 WHEELHOUSE
Fig. 26 COWL AND PLENUM

Fig. 27 REAR FLOOR AND OUTER BODY SEAMS

ST RU CT U RAL ADH ESI V E

LOCAT I ON S
SPECIFICATIONS
I N DEX
DESCRIPTION FIGURE
BODY SIDE APERTURE 28
WHEELHOUSE 29
DOOR OUTER PANELS 30
REAR FLOOR PAN 31
HOOD ASSEMBLY 32
TAIL GATE 33
BODY SIDE/WHEELHOUSE LONG WHEEL BASE (LWB) 34
REAR FLOOR LWB 35
UNDERBODY LWB 36
BODY SIDE COMPLETE LWB 37
BODY COMPLETE LWB 38
ST RU CT U RAL ADH ESI V E LOCAT I ON S (Cont inue d)
Fig. 28 BODY SIDE APERTURE

Fig. 29 WHEELHOUSE
Fig. 30 DOOR OUTER PANELS

Fig. 31 REAR FLOOR PAN
Fig. 32 HOOD ASSEMBLY

Fig. 33 TAIL GATE

Fig. 34 BODY SIDE/WHEELHOUSE LONG WHEEL BASE (LWB)

Fig. 35 REAR FLOOR LWB
Fig. 36 UNDERBODY LWB

Fig. 37 BODY SIDE COMPLETE LWB

Fig. 38 BODY COMPLETE LWB

WELD LOCAT I ON S
SPECI FI CAT I ON S
WELD LOCATIONS
DESCRIPTION FIGURE
CROSSMEMBERS/STRAINERS 39
FRONT FLOOR PAN (1 OF 3) 40
REAR FLOOR PAN (1 OF 2) 43
REAR FLOOR PAN (2 OF 2) 44
DASH PANEL - LEFT HAND DRIVE 45
COWL ASSEMBLY - LEFT HAND DRIVE (1 OF 3) 46
DASH COWL ASSEMBLY - LEFT HAND DRIVE 49
WINDSHIELD FRAME 50
DASH PANEL - RIGHT HAND DRIVE 51
COWL ASSEMBLY - RIGHT HAND DRIVE (1 OF 3) 52
DASH COWL ASSEMBLY - RIGHT HAND DRIVE 55
BODY SIDE ASSEMBLY 56
WHEELHOUSE ASSEMBLY 57
SPORT BAR ASSEMBLY (ROLL BAR) 58
HALF DOOR ASSEMBLY 59
FULL DOOR ASSEMBLY (1 OF 2) 60
FULL DOOR ASSEMBLY (2 OF 2) 61
FRONT FENDER ASSEMBLY 62
HOOD ASSEMBLY 63
TAILGATE ASSEMBLY 64
RADIATOR GUARD ASSEMBLY 65
DASH, COWL AND FLOOR ASSEMBLY - LEFT HAND DRIVE 66
DASH, COWL AND FLOOR ASSEMBLY - RIGHT HAND DRIVE 67
FRONT AND REAR FLOOR PAN 68
BODY SIDE (1 OF 2) 69
BODY SIDE (2 OF 2) 70
BODY COMPLETE (1 OF 4) 71
BODY COMPLETE LONG WHEEL BASE (LWB) (1 OF 3) 75
WELD LOCAT I ON S (Cont inue d)
DESCRIPTION FIGURE
BODY COMPLETE LWB (2 OF 3) 76
BODY COMPLETE LWB (3 OF 3 77
REAR FLOOR LWB (1 OF 3) 78
UNDERBODY COMPLETE LWB (1 OF 3) 81
BODY SIDE COMPLETE LWB (1 OF 2) 84
BODY SIDE COMPLETE LWB (2 OF 2) 85
Fig. 39 CROSSMEMBERS/STRAINERS
Fig. 40 FRONT FLOOR PAN (1 OF 3)



Fig. 43 REAR FLOOR PAN (1 OF 2)

Fig. 44 REAR FLOOR PAN (2 OF 2)

Fig. 45 DASH PANEL - LEFT HAND DRIVE

Fig. 46 COWL ASSEMBLY - LEFT HAND DRIVE (1 OF 3)



Fig. 49 DASH COWL ASSEMBLY - LEFT HAND DRIVE

Fig. 50 WINDSHIELD FRAME

Fig. 51 DASH PANEL - RIGHT HAND DRIVE

Fig. 52 COWL ASSEMBLY - RIGHT HAND DRIVE (1 OF 3)



Fig. 55 DASH COWL ASSEMBLY - RIGHT HAND DRIVE

Fig. 56 BODY SIDE ASSEMBLY

Fig. 57 WHEELHOUSE ASSEMBLY

Fig. 58 SPORT BAR ASSEMBLY

Fig. 59 HALF DOOR ASSEMBLY

Fig. 60 FULL DOOR ASSEMBLY (1 OF 2)

Fig. 61 FULL DOOR ASSEMBLY (2 OF 2)

Fig. 62 FRONT FENDER ASSEMBLY

Fig. 63 HOOD ASSEMBLY

Fig. 64 TAILGATE ASSEMBLY

Fig. 65 RADIATOR GUARD ASSEMBLY

Fig. 66 DASH, COWL AND FLOOR ASSEMBLY - LEFT HAND DRIVE

23 - 150
BODY STRUCTURE
Fig. 67 DASH, COWL AND FLOOR ASSEMBLY - RIGHT HAND DRIVE

TJ
Fig. 68 FRONT AND REAR FLOOR PAN

Fig. 69 BODY SIDE (1 OF 2)

Fig. 70 BODY SIDE (2 OF 2)

Fig. 71 BODY COMPLETE (1 OF 4)




Fig. 75 BODY COMPLETE LONG WHEEL BASE (LWB) (1 OF 3)

Fig. 76 BODY COMPLETE LWB (2 OF 3)


Fig. 78 REAR FLOOR LWB (1 OF 3)



Fig. 81 UNDERBODY COMPLETE LWB (1 OF 3)



Fig. 84 BODY SIDE COMPLETE LWB (1 OF 2)

Fig. 85 BODY SIDE COMPLETE LWB (2 OF 2)




TJ HEATING & AIR CONDITIONING 24 - 1
HEATING & AIR CONDITIONING

page page
HEATING & AIR CONDITIONING HEATER PERFORMANCE . . . . . . . . . . . . . . . . 6

DESCRIPTION SPECIFICATIONS
ENGINE COOLING SYSTEM HEATING AND A/C SYSTEM . . . . . . . . . . . . . . 7
REQUIREMENTS . . . . . . . . . . . . ...........1 CONTROLS .............................9
HEATER AND AIR CONDITIONER ..........1 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . 33
OPERATION . . . . . . . . . . . . . . . . . ...........2 PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
A/C PERFORMANCE . . . . . . . . . ...........3
H EAT I N G & AI R On heater-only systems, the evaporator coil and

recirculating air door are omitted from the housing.
CON DI T I ON I N G
DESCRI PT I ON
ENGINE COOLING SYSTEM REQUIREMENTS
To maintain the performance level of the heating-air
conditioning system, the engine cooling system must
be properly maintained. The use of a bug screen is not
recommended. Any obstructions in front of the radiator
or condenser will reduce the performance of the air
conditioning and engine cooling systems.
The engine cooling system includes the radiator, Fig. 1 Common Blend-Air HVAC System - Typical
thermostat, radiator hoses and the engine coolant 1 - HEATER CORE
2 - BLEND-AIR DOOR
pump. Refer to Cooling for more information before 3 - EVAPORATOR (A/C SYSTEM ONLY)
opening or attempting any service to the engine cool- 4 - RECIRCULATING AIR DOOR (A/C SYSTEM ONLY)
ing system. 5 - FLOOR/PANEL DOOR
6 - FLOOR/DEFROST DOOR
HEATER AND AIR CONDITIONER Based upon the system and mode selected, condi-
A manually controlled single zone type heating-air tioned air can exit the heater-only or heater-A/C sys-
conditioning system or a manually controlled heater- tem housing through one or a combination of the
only system is available on this model (depending on three main housing outlets: defrost, panel or floor.
market). The defrost outlet is located on the top of the hous-
All vehicles are equipped with a common heater, ing, the panel outlet is located on the face of the
ventilation and air conditioning (HVAC) housing (Fig. housing and the floor outlet is located on the bottom
1). The system combines air conditioning, heating of the housing. Once the conditioned air exits the
and ventilation capabilities in a single unit mounted unit housing, it is further directed through molded
within the passenger compartment under the instru- plastic ducts to the various outlets in the vehicle
ment panel. The HVAC housing includes: interior. These outlets and their locations are as fol-
Blower motor lows:
Blower motor resistor block Defroster Outlet - A single large defroster out-
Recirculation door and actuator (A/C system let is located in the center of the instrument panel
only) top cover, near the base of the windshield.
Heater core Side Window Demister Outlets - There are
Evaporator coil (A/C system only) two side window demister outlets, one is located at
Blend door and actuator (A/C system only) each outboard end of the instrument panel top cover,
Defrost, floor and panel/demist doors and actua- near the belt line at the A-pillars.
tors
24 - 2 HEATING & AIR CONDITIONING TJ
H EAT I N G & AI R CON DI T I ON I N G (Cont inue d)
Panel Outlets - There are four panel outlets in The air conditioning compressor can be engaged by
the instrument panel, one located near each outboard turning the mode control knob clockwise from the Off
end of the instrument panel facing the rear of the position. It can also be engaged by placing the mode
vehicle and two located near the top of the instru- control in the mix to defrost positions. This will
ment panel center bezel. remove heat and humidity from the air before it is
Front Floor Outlets - There are two front floor directed through or around the heater core. The
outlets, one located above each side of the floor panel mode control knob on the A/C-heater control panel is
center tunnel near the dash panel. used to also direct the conditioned air to the selected
system outlets. The mode control switch uses engine
OPERATION vacuum to control the mode doors, which are oper-
The heating and air conditioning systems pulls ated by vacuum actuators.
outside (ambient) air through the cowl opening at the The defroster outlet receives airflow from the
base of the windshield, then into the plenum cham- HVAC housing through the molded plastic defroster
ber above the heating, ventilation and air condition- duct, which is snapped onto the housing defroster
ing (HVAC) housing. On models equipped with air outlet and secured by two mounting tabs to the dash
conditioning, the air passes through the evaporator panel. The airflow from the defroster outlet is
coil. Air flow can be directed either through or directed by fixed vanes in the defroster outlet grille
around the heater core. This is done by adjusting the and cannot be adjusted. The defroster outlet grille is
blend door with the temperature control knob on the integral to the instrument panel top cover.
A/C-heater control panel located the instrument The side window demister outlets receive airflow
panel. The air flow can then be directed from the from the HVAC housing through the molded plastic
panel, floor and defrost outlets in various combina- defroster duct and two molded plastic demister hoses.
tions using the mode control knob located on the A/C- The airflow from the side window demister outlets is
heater control panel. Air flow velocity can be directed by fixed vanes in the demister outlet grilles
adjusted with the blower speed selector located on and cannot be adjusted. The side window demister
the A/C-heater control panel. outlet grilles are integral to the instrument panel.
The demisters direct air from the HVAC housing
NOTE: It is important to keep the air intake opening
through the outlets located on the top corners of the
clear of debris. Leaf particles and other debris that is
instrument panel. The demisters operate when the
small enough to pass through the cowl opening
mode control knob is positioned in the floor-defrost
screen can accumulate within the HVAC housing. The
and defrost-only settings. Some air may be noticeable
closed, warm, damp and dark environment created
from the demister outlets when the mode control is
within the housing is ideal for the growth of certain
in the bi-level to floor positions.
molds, mildews and other fungi. Any accumulation of
The panel outlets receive airflow from the HVAC
decaying plant matter provides an additional food
housing through a molded plastic main panel duct,
source for fungal spores, which enter the housing
center panel duct and two end panel ducts. The two
with the fresh intake-air. Excess debris, as well as
end panel ducts direct airflow to the left and right
objectionable odors created by decaying plant matter
instrument panel outlets, while the center panel duct
and growing fungi can be discharged into the pas-
directs airflow to the two center panel outlets. Each
senger compartment during heater-A/C operation if
of these outlets can be individually adjusted to direct
the air intake opening is not kept clear of debris.
the flow of air.
Both the heater-only and heater-air conditioner The floor outlets receive airflow from the HVAC
systems are blend-air type systems. In a blend-air housing through the floor distribution duct. The front
system, a blend door controls the amount of uncondi- floor outlets are integral to the molded plastic floor
tioned air (or cooled air from the evaporator coil on distribution duct, which is secured to the bottom of
models with air conditioning) that is allowed to flow the housing. The floor outlets cannot be adjusted.
through, or around, the heater core. The temperature The available air conditioner system is designed for
control knob determines the discharge air tempera- the use of non-CFC, R-134a refrigerant. This air con-
ture by actuating an electric motor, which operates ditioning system uses a fixed orifice tube in the liq-
the blend door. This allows an almost immediate con- uid line near the condenser outlet to meter
trol of the output air temperature of the system. refrigerant flow to the evaporator coil. To maintain
On air conditioned vehicles, the outside air intake minimum evaporator temperature and prevent evap-
can be shut off by selecting the Recirculation Mode orator freezing, the compressor clutch is cycled on
with the mode control knob. This will operate a vac- and off by an A/C low pressure switch mounted on
uum actuated recirculating air door that closes off the accumulator.
the outside fresh air intake and recirculates the air
that is already inside the vehicle.
DI AGN OSI S AN D T EST I N G NOTE: When connecting the service equipment

coupling to the line fitting, verify that the valve of
A/C PERFORMANCE the coupling is fully closed. This will reduce the
The air conditioning system is designed to remove amount of effort required to make the connection.
heat and humidity from the air entering the passen-
(1) Connect a tachometer and a manifold gauge
ger compartment. The evaporator, located in the
set.
heater-A/C unit, is cooled to temperatures near the
(2) Set the mode control to the Recirculation Mode
freezing point. As warm damp air passes over the
position, the temperature control to the full cool posi-
fins in the evaporator, moisture in the air condenses
tion and the blower to the highest speed position.
to water, dehumidifying the air. Condensation on the
(3) Start the engine and hold at 1,000 rpm with
evaporator fins reduces the evaporators ability to
the A/C compressor clutch engaged.
absorb heat. During periods of high heat and humid-
(4) The engine should be warmed up to operating
ity, an air conditioning system will be less effective.
temperature with the doors closed and windows
With the instrument control set to Recirculation
open.
mode, only air from the passenger compartment
(5) Insert a thermometer in the drivers side center
passes through the evaporator. As the passenger com-
panel A/C-heater outlet and operate the engine for
partment air dehumidifies, A/C performance levels
five minutes.
rise.
(6) The compressor clutch may cycle, depending
Humidity has an important bearing on the temper-
upon the ambient temperature and humidity. If the
ature of the air delivered to the interior of the vehi-
clutch cycles, unplug the A/C low pressure switch
cle. It is important to understand the effect that
wire harness connector from the switch located on
humidity has on the performance of the air condition-
the accumulator (Fig. 2). Place a jumper wire across
ing system. When humidity is high, the evaporator
the terminals of the A/C low pressure switch wire
has to perform a double duty. It must lower the air
harness connector.
temperature, and it must lower the temperature of
the moisture in the air that condenses on the evapo-
rator fins. Condensing the moisture in the air trans-
fers heat energy into the evaporator fins and tubing.
This reduces the amount of heat the evaporator can
absorb from the air. High humidity greatly reduces
the ability of the evaporator to lower the temperature
of the air.
However, evaporator capacity used to reduce the
amount of moisture in the air is not wasted. Wring-
ing some of the moisture out of the air entering the
vehicle adds to the comfort of the passengers.
Although, an owner may expect too much from their
air conditioning system on humid days. A perfor-
mance test is the best way to determine whether the
system is performing up to standard. This test also
provides valuable clues as to the possible cause of
trouble with the air conditioning system. Fig. 2 A/C Low Pressure Switch - Typical
1 - A/C LOW PRESSURE SWITCH
2 - ACCUMULATOR
A/C PERFORMANCE TEST
Review Safety Warnings and Cautions before per- (7) With the A/C compressor clutch engaged, com-
forming this procedure (Refer to 24 - HEATING & pare the discharge air temperature and the compres-
AIR CONDITIONING/PLUMBING - WARNING) and sor discharge pressure.
(Refer to 24 - HEATING & AIR CONDITIONING/ (8) If the discharge air temperature fails to meet
PLUMBING - CAUTION). Air temperature in test the specifications in the A/C Performance Tempera-
room and on vehicle must be 21 C (70 F) minimum ture chart, refer to the Pressure Diagnosis Chart.
for this test.
PERFORM AN CE TEM PERAT U RE AN D PRESSU RE
Ambient Air 21 C 27 C 32 C 38 C 43 C
Temperature (70 F) (80 F) (90 F) (100 F) (110 F)
Air Temperature at -3 to 3 C 1 to 7 C 3 to 9 C 6 to 13 C 10 to 18 C
Center Panel Outlet (27 to 38 F) (33 to 44 F) (37 to 48 F) (43 to 55 F) (50 to 64 F)
Evaporator Inlet 262 to 324 303 to 365
179 to 241 kPa 221 to 283 kPa 345 to 414 kPa
Pressure at Charge kPa kPa
(26 to 35 psi) (32 to 41 psi) (50 to 60 psi)
Port (38 to 47 psi) (44 to 53 psi)
1240 to 1655 1380 to 1790 1720 to 2070 1860 to 2345
2070 to 2690
Compressor kPa kPa kPa kPa
kPa
Discharge Pressure (180 to 240 (200 to 260 (250 to 300 (270 to 340
(300 to 390 psi)
psi) psi) psi) psi)
(9) Compare the compressor discharge pressure to the compressor discharge pressure is high, see the
the Performance Temperature and Pressure chart. If Pressure Diagnosis chart.
PRESSU RE DI AGN OSI S

1. See Refrigerant System Leaks in this group.
Rapid compressor clutch
1. Low refrigerant system Test the refrigerant system for leaks. Repair,
cycling (ten or more cycles
charge. evacuate and charge the refrigerant system, if
per minute).
required.
Equal pressures, but the 1. No refrigerant in the 1. See Refrigerant System Leaks in this group.
compressor clutch does not refrigerant system. Test the refrigerant system for leaks. Repair,
engage. evacuate and charge the refrigerant system, if
required.
2. Faulty fuse. 2. Check the fuses in the Power Distribution
Center and the fuse block. Repair the shorted
circuit or component and replace the fuses, if
required. Refer to Group 8.
3. Faulty A/C compressor 3. See A/C Compressor Clutch Coil in this group.
clutch coil. Test the compressor clutch coil and replace, if
required.
4. Faulty A/C compressor 4. See A/C Compressor Clutch Relay in this
clutch relay. group. Test the compressor clutch relay and relay
circuits. Repair the circuits or replace the relay, if
required.
5. Improperly installed or 5. See A/C Low Pressure Switch in this group.
faulty A/C low pressure Test the low pressure switch and tighten or
switch. replace, if required.
6. Faulty A/C high pressure 6. See A/C High Pressure switch in this group.
switch. Test the high pressure switch and replace, if
required.
7. Faulty Powertrain Control 7. Refer to the proper Diagnostic Procedures
Module (PCM). manual for testing of the PCM. Test the PCM and
replace, if required.

Normal pressures, but A/C 1. Excessive refrigerant oil in 1. See Refrigerant Oil Level in this group.
Performance Test air system. Recover the refrigerant from the refrigerant
temperatures at center panel system and inspect the refrigerant oil content.
outlet are too high. Restore the refrigerant oil to the proper level, if
required.
2. Blend-air door motor 2. See Blend-Air Door Motor in this group.
improperly installed or faulty. Inspect the motor for proper operation and
replace, if required.
3. Blend-air door inoperative 3. See Blend-Air Door in this group. Inspect the
or sealing improperly. blend-air door for proper operation and sealing
and correct, if required.
The low side pressure is 1. Low refrigerant system 1. See Refrigerant System Leaks in this group.
normal or slightly low, and the charge. Test the refrigerant system for leaks. Repair,
high side pressure is too low. evacuate and charge the refrigerant system, if
required.
2. Refrigerant flow through 2. See Accumulator in this group. Replace the
the accumulator is restricted. restricted accumulator, if required.
3. Refrigerant flow through 3. See A/C Evaporator Coil in this group.
the evaporator coil is Replace the restricted evaporator coil, if required.
restricted.
4. Faulty compressor. 4. See A/C Compressor in this group. Replace
the compressor, if required.
The low side pressure is 1. Condenser air flow 1. Check the A/C condenser for damaged fins,
normal or slightly high, and restricted. foreign objects obstructing air flow through the
the high side pressure is too condenser fins, and missing or improperly
high. installed air seals. Clean, repair, or replace
components as required.
2. Inoperative radiator 2. Test the radiator cooling fan and replace, if
cooling fan. required. Refer to Group 7.
3. Refrigerant system 3. See Refrigerant System Charge in this group.
overcharged. Recover the refrigerant from the refrigerant
system. Charge the refrigerant system to the
proper level, if required.
4. Air in the refrigerant 4. See Refrigerant System Leaks in this group.
system. Test the refrigerant system for leaks. Repair,
evacuate and charge the refrigerant system, if
required.
5. Engine overheating. 5. Test the engine cooling system and repair, if
required. Refer to Group 7.
The low side pressure is too 1. Accessory drive belt 1. Inspect the accessory drive belt condition and
high, and the high side slipping. tension. Tighten or replace the accessory drive
pressure is too low. belt, if required. Refer to Group 7.
2. Faulty fixed orifice tube. 2. See A/C Fixed Orifice Tube in this group.
Replace the liquid line, if required.
3. Faulty A/C compressor. 3. See A/C Compressor in this group. Replace
the compressor, if required.

The low side pressure is too 1. Restricted refrigerant flow 1. See Liquid Line and Suction and Discharge
low, and the high side through the refrigerant lines. Line in this group. Inspect the refrigerant lines for
pressure is too high. kinks, tight bends or improper routing. Correct
the routing or replace the refrigerant line, if
required.
2. Restricted refrigerant flow 2. See A/C Fixed Orifice Tube in this group.
through the fixed orifice tube. Replace the liquid line, if required.
3. Restricted refrigerant flow 3. See A/C Condenser in this group. Replace the
through the A/C condenser. restricted condenser, if required.
HEATER PERFORMANCE If vehicle has been run recently, wait 15 minutes

Review Safety Warnings and Cautions before per- before removing cap. Place a rag over the cap and
forming this procedure (Refer to 24 - HEATING & turn it to the first safety stop. Allow pressure to
AIR CONDITIONING/PLUMBING - WARNING) and escape through the overflow tube. When the system
(Refer to 24 - HEATING & AIR CONDITIONING/ stabilizes, remove the cap completely.
PLUMBING - CAUTION).
Check the coolant level, drive belt tension, vacuum MAXIMUM HEATER OUTPUT: TEST AND ACTION
line connections, radiator air flow and fan operation. Engine coolant is provided to the heater system by
Start engine and allow to warm up to normal tem- two heater hoses. With the engine idling at normal
perature. operating temperature, set the temperature control
to maximum heat, the mode control to the floor posi-
WARNING: DO NOT REMOVE RADIATOR CAP tion, and the blower in the highest speed position.
WHEN ENGINE IS HOT, PERSONAL INJURY CAN Using a test thermometer, check the temperature of
RESULT. the air being discharged from the floor outlets. Com-
pare the test thermometer reading to the Tempera-
ture Reference Chart.
TEM PERAT U RE REFEREN CE CH ART

15.5 C 21.1 C 26.6 C 32.2 C
Ambient Air Temperature
(60 F) (70 F) (80 F) (90 F)
Minimum Air Temperature at 62.2 C 63.8 C 65.5 C 67.2 C
Floor Outlet (144 F) (147 F) (150 F) (153 F)
Both of the heater hoses should be HOT to the MECHANICAL PROBLEMS Possible causes of
touch (coolant return hose should be slightly cooler insufficient heat due to mechanical problems are as
than the supply hose. If the coolant return hose is follows:
much cooler than the supply hose, locate and repair Obstructed cowl air intake.
the engine coolant flow obstruction in the heater sys- Obstructed heater system outlets.
tem. If both heater hoses are cool to the touch, Blend-air door not functioning properly.
inspect the engine cooling system (Refer to 7 -
COOLING - DIAGNOSIS AND TESTING). TEMPERATURE CONTROL
OBSTRUCTED COOLANT FLOW Possible loca- If the heater outlet air temperature cannot be
tions or causes of obstructed coolant flow are as fol- adjusted with the temperature control knob on the
lows: A/C-heater control panel, the following could require
Pinched or kinked heater hoses. service:
Improper heater hose routing. Blend-air door binding.
Plugged heater hoses or supply and return ports Faulty blend-air door motor.
at the cooling system connections. Faulty A/C-heater control.
Plugged heater core. Faulty related wiring harness or connectors.
If proper coolant flow through the cooling system is Improper engine coolant temperature.
verified, and heater outlet air temperature is insuffi-
cient, a mechanical problem may exist.
SPECI FI CAT I ON S Item Description Notes

High psi Control High pressure Discarge line
HEATING AND A/C SYSTEM cut out switch mounted -
opens at
REFRIGERANT SYSTEM CHARGE
discharge
The R-134a refrigerant system charge capacity for pressure above
this vehicle can be found on the underhood Specifica- 3100 - 3375
tion Label. kPa (450 - 490
A/C SY ST EM psi) - resets at
1860 - 2275
Item Description Notes kPa (270 - 330
Compressor Denso 10PA17 ND-8 PAG Oil psi)
Freezeup Low pressure Input to PCM, Compressor 2.0 - 3.7 amps
Control clutch cycling accumulator Clutch Coil @ 12V 0.5V
switch mounted - Draw @ 21 C (70
cycles clutch off F)
below -1 C Compressor 0.35 - 0.65 mm
(30 F), cycles Clutch Air Gap (0.014 - 0.026
back on above in)
7.2 C (45 F)
Low psi Control Low pressure Accumulator
clutch cycling mounted -
switch opens below
172 kPa (25
psi) - resets
above 276 kPa
(40 psi)
FAST EN ER T ORQU E

A/C Compressor Shaft 13 115
Bolt
A/C Compressor Mounting 45-65 35-50
Bolts (4.0L)
A/C Compressor Rear 40-55 30-40
Brace Bolts (4.0L)
A/C Compressor Mounting 28 21
Bolts (2.4L)
A/C-heater Control Screws 2.2 20
Accumulator Retaining 4.5 40
Band Bolt
Blend Door Actuator 1.1 10
Screws
Blower Motor Switch 2.2 20
Screw
Blower Motor Resistor 2.2 20
Block Screws
Center Panel Duct Screws 2.2 20

Discharge Line to 25.4 20
Compressor
Discharge Line to 12 105
Condenser Nut
End Panel Duct Screws 2.2 20
Evaporator Tube Clamp 2.2 20
Screw
Floor Distribution Duct 2.2 20
Screws
HVAC Housing Screws 2.2 20
HVAC Housing Outboard 3.4 30
Screw
HVAC Housing Stud Nuts 6.2 55
Liquid Line to Condenser 12 105
Nut
Lower Condenser Bracket 2.2 20
Screws
Main Panel Duct Screws 2.2 20
Refrigerant Line Support 28 21
Bracket Bolt
Radiator Shroud Screws 8 72
Recirculation Housing 2.2 20
Screws
Suction Lines to 2.2 20
Accumulator Nut
Suction Line to 25.4 20
Compressor
Upper Condenser 2.2 20
Mounting Bracket Screws
Vacuum Reservoir Screw 2.2 20
TJ CONTROLS 24 - 9
CON T ROLS
TABLE OF CONTENTS
page page
A/C COMPRESSOR CLUTCH/COIL BLOWER MOTOR RELAY

DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 10 DESCRIPTION ................. . . . . . . . 24
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 10 OPERATION .................. . . . . . . . 24
DIAGNOSIS AND TESTING REMOVAL .................... . . . . . . . 24
A/C COMPRESSOR CLUTCH/COIL . . . . . . 10 INSTALLATION ................ . . . . . . . 25
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 BLOWER MOTOR RESISTOR BLOCK
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . 13 DESCRIPTION ................. . . . . . . . 25
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 13 OPERATION .................. . . . . . . . 25
A/C COMPRESSOR CLUTCH RELAY DIAGNOSIS AND TESTING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 14 BLOWER MOTOR RESISTOR BLOCK . . . . 25
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 14 REMOVAL .................... . . . . . . . 25
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 INSTALLATION ................ . . . . . . . 26
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 15 BLOWER MOTOR SWITCH
A/C HEATER CONTROL DESCRIPTION ................. . . . . . . . 26
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 15 OPERATION .................. . . . . . . . 26
DIAGNOSIS AND TESTING DIAGNOSIS AND TESTING
VACUUM CONTROL SYSTEM . . . . . . . . . . 16 BLOWER MOTOR SWITCH ..... . . . . . . . 26
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 REMOVAL .................... . . . . . . . 27
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 20 INSTALLATION ................ . . . . . . . 27
A/C HIGH PRESSURE SWITCH MODE DOOR ACTUATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 21 DESCRIPTION ................. . . . . . . . 27
DIAGNOSIS AND TESTING INSTALLATION ................ . . . . . . . 29
A/C HIGH PRESSURE SWITCH . . . . . . . . . 21 RECIRCULATION DOOR ACTUATOR
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 DESCRIPTION ................. . . . . . . . 29
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 21 REMOVAL .................... . . . . . . . 30
A/C LOW PRESSURE SWITCH INSTALLATION ................ . . . . . . . 30
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 22 VACUUM CHECK VALVE
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 22 DESCRIPTION ................. . . . . . . . 31
DIAGNOSIS AND TESTING OPERATION .................. . . . . . . . 31
A/C LOW PRESSURE SWITCH . . . . . . . . . 22 REMOVAL .................... . . . . . . . 31
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 22 VACUUM RESERVOIR
BLEND DOOR ACTUATOR DESCRIPTION ................. . . . . . . . 32
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . 23 OPERATION .................. . . . . . . . 32
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 23
24 - 10 CONTROLS TJ
A/C COM PRESSOR CLU T CH / A/C compressor clutch engagement is controlled by

the following components:
COI L A/C-heater mode control switch
A/C low pressure switch
DESCRIPTION A/C high pressure switch
The compressor clutch assembly consists of a sta- A/C compressor clutch relay
tionary electromagnetic coil, a hub bearing and pul- Powertrain Control Module (PCM)
ley assembly, and a clutch plate (Fig. 1). The The PCM may delay compressor clutch engage-
electromagnetic coil unit and the hub bearing and ment for up to thirty seconds.
pulley assembly are each retained on the nose of the
compressor front housing with snap rings. The clutch
plate is keyed to the compressor shaft and secured DI AGN OSI S AN D T EST I N G
with a retainer. These components provide the means
to engage and disengage the compressor from the A/C COMPRESSOR CLUTCH/COIL
engine serpentine accessory drive belt. For circuit descriptions and diagrams, refer to the
tors, splices and grounds. Begin testing of a sus-
pected compressor clutch coil problem by performing
the preliminary checks.
PRELIMINARY CHECKS
(1) If the compressor clutch will not engage, verify
the refrigerant charge level (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING - STANDARD
PROCEDURE). If the refrigerant charge level is OK,
go to Step 2. If the refrigerant charge level is not OK,
Fig. 1 A/C Compressor Clutch - Typical adjust the refrigerant charge as required.
(2) If the a/c compressor clutch still will not
1 - CLUTCH PLATE
2 - SHAFT KEY engage, disconnect the headlamp and dash wire har-
3 - PULLEY ness connector for the A/C pressure transducer and
4 - COIL check for battery current at the connector with the
5 - CLUTCH SHIMS
6 - SNAP RING engine running and the heater-A/C control set to the
7 - SNAP RING A/C mode. If OK, go to TESTS. If not OK, refer to
the Body Diagnostic Procedures to perform further
OPERATION diagnosis.
When the clutch coil is energized, it magnetically
draws the clutch into contact with the pulley and
drives the compressor shaft. When the coil is not
energized, the pulley freewheels on the clutch hub
bearing, which is part of the pulley. The compressor
clutch and coil are the only serviced parts on the
compressor.
TJ CONTROLS 24 - 11
A/C COM PRESSOR CLU T CH /COI L (Cont inue d)
TESTS REMOVAL
(1) Verify the battery state of charge (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM - DIAGNOSIS NOTE: The compressor clutch can be serviced in
AND TESTING). the vehicle. The refrigerant system can remain fully-
(2) Connect an ammeter (0 to 10 ampere scale charged during compressor clutch, pulley, or coil
selected) in series with the clutch coil feed terminal. replacement.
Connect a voltmeter (0 to 20 volt scale selected) to
measure voltage across the battery and the clutch (1) Disconnect and isolate the battery negative
coil. cable.
(3) With the A/C-heater control in any A/C mode (2) Remove the serpentine drive belt (Refer to 7 -
and the blower at the lowest speed, start the engine COOLING/ACCESSORY DRIVE/DRIVE BELTS -
and allow it to run at a normal idle speed. REMOVAL) and (Refer to 7 - COOLING/ACCES-
(4) The compressor clutch should engage immedi- SORY DRIVE/DRIVE BELTS - REMOVAL).
ately, and the clutch coil voltage should be within (3) Remove the bolt that secures the compressor
two volts of the battery voltage. If the coil voltage is clutch to the compressor shaft (Fig. 2). A band-type
not within two volts of battery voltage, test the oil filter wrench may be used to secure the clutch
clutch coil feed circuit for excessive voltage drop. If during bolt removal.
the compressor clutch does not engage, refer to Body
Diagnostic Procedures to perform further diagnosis.
The following components must be checked and
repaired as required before you can complete testing
of the clutch coil:
Fuses in the fuse block and the Power Distribu-
tion Center (PDC)
A/C-heater mode control switch
A/C Compressor clutch relay
A/C High pressure switch
A/C Low pressure switch
Powertrain Control Module (PCM)
(5) With the ambient temperature at 21 C (70 F),
the compressor clutch coil is acceptable if the current
draw is 2.0 to 3.7 amperes at 11.5 to 12.5 volts at the
clutch coil. If the voltage is more than 12.5 volts, add
electrical loads by turning on electrical accessories Fig. 2 A/C Compressor Shaft Bolt
until the voltage reads below 12.5 volts. 1 - COMPRESSOR CLUTCH PLATE
(a) If the compressor clutch coil current reading 2 - COMPRESSOR SHAFT BOLT
is zero, the coil is open and must be replaced.
(b) If the compressor clutch coil current reading
is four amperes or more, the coil is shorted and
must be replaced.
24 - 12 CONTROLS TJ
(4) Tap the clutch plate with a plastic mallet to
release it from the splines on the compressor shaft.
Remove the clutch plate and shim(s) from the com-
pressor shaft (Fig. 3).
NOTE: Use care not to lose any of the shim(s).
CAUTION: Do not use screwdrivers between the

clutch plate assembly and pulley to remove front
plate as this may damage the front plate assembly.
Fig. 4 Pulley Snap Ring

1 - SNAP RING
Fig. 3 Clutch Plate and Shim(s)

1 - COMPRESSOR SHAFT
2 - CLUTCH PLATE
3 - CLUTCH PLATE SHIM
(5) Remove the external snap ring that secures the

compressor clutch pulley to the nose of the compres-
sor front housing with snap ring pliers (Special Tool
C-4574) or equivalent and slide the pulley assembly
off of the compressor (Fig. 4).
(6) Remove the screw and retainer from the clutch
coil lead wire harness on the compressor front hous-
ing.
(7) Remove the external snap ring that secures the
compressor clutch coil to the nose of the compressor
front housing with snap ring pliers and slide the coil
assembly off of the compressor (Fig. 5).
Fig. 5 Clutch Coil Snap Ring

2 - CLUTCH COIL
3 - SNAP RING
4 - COMPRESSOR
TJ CONTROLS 24 - 13
INSPECTION
NOTE: The compressor clutch can be serviced in
the vehicle. The refrigerant system can remain fully-
charged during compressor clutch, pulley, or coil
replacement.
Examine the friction surfaces of the clutch pulley

and the clutch plate for wear. The pulley and plate
should be replaced if there is excessive wear or scor-
ing.
If the friction surfaces are oily, inspect the shaft
and nose area of the compressor for refrigerant oil.
Remove the felt wick from around the shaft inside
the nose of the compressor front housing. If the felt
is saturated with refrigerant oil, the compressor
shaft seal is leaking and the compressor must be
replaced.
Check the clutch pulley bearing for roughness or
excessive leakage of grease. Replace the bearing, if
required.
INSTALLATION Fig. 6 Pulley Assembly - Install

(1) Align the dowel pin on the back of the clutch
1 - PULLEY ASSEMBLY
field coil with the hole in the compressor front hous- 2 - WOOD BLOCK
ing and press the field coil into place over the nose of
the compressor. (5) Install the pulley assembly retaining snap ring
(2) Install the clutch coil lead wire harness retain- (bevel side outward) with snap ring pliers (Special
ing clip on the compressor front housing and tighten Tool C-4574). Press in on the snap ring to be certain
the retaining screw. that it is properly seated in the groove.
(3) Install the clutch field coil and snap ring with (6) If the original clutch plate assembly and pulley
snap ring pliers (Special Tool C-4574). The bevel side assembly are to be reused, the old shim(s) can be
of the snap ring must be facing outward. Also, both used. If not, place a stack of shim(s) equal to the old
eyelets of the snap ring must be to the right or left of shim(s) on the shaft against the shoulder.
the pin on the compressor. Press in on the snap ring (7) Install the clutch plate assembly onto the
to be certain that it is properly seated in the groove. shaft.
CAUTION: If the snap ring is not fully seated in the NOTE: The shims may compress after tightening
groove it will vibrate out, resulting in a clutch fail- the shaft bolt. Check the air gap in four or more
ure and severe damage to the front housing of the places to verify the air gap is still correct. Spin the
compressor. pulley before performing a final check of the air
gap.
(4) Install the pulley assembly onto the compres-
sor. If necessary, place a block of wood on the friction
surface and tap gently with a hammer (Fig. 6).
CAUTION: Do not mar the pulley friction surface.

24 - 14 CONTROLS TJ
(8) With the clutch plate assembly tight against
the shim(s), measure the air gap between the clutch
plate and the pulley face with feeler gauges. The air
gap should be between 0.35 to 0.65 mm (0.014 to
0.026 in.). If the proper air gap is not obtained, add
or subtract shims as needed until the desired air gap
is obtained.
(9) Install the compressor shaft bolt. Tighten the
bolt to 13 Nm (115 in. lbs.).
INSTALLATION) or (Refer to 7 - COOLING/ACCES-
SORY DRIVE/DRIVE BELTS - INSTALLATION).
(11) Reconnect the battery negative cable. Fig. 7 A/C Compressor Clutch Relay
30 - COMMON FEED
CLUTCH BREAK-IN 85 - COIL GROUND
After a new compressor clutch has been installed, 86 - COIL BATTERY
87 - NORMALLY OPEN
cycle the compressor clutch approximately twenty 87A - NORMALLY CLOSED
times (five seconds on, then five seconds off). During
this procedure, set the A/C-heater control to the A/C 85 (Coil Ground) - This terminal is connected
Recirculation Mode, the blower motor switch in the to the ground feed side of the relay control coil.
highest speed position, and the engine speed at 1500 86 (Coil Battery) - This terminal is connected
to 2000 rpm. This procedure (burnishing) will seat to the battery feed side of the relay control coil.
the opposing friction surfaces and provide a higher 87 (Normally Open) - This terminal is con-
compressor clutch torque capability. nected to the normally open fixed contact point of the
relay.
87A (Normally Closed) - This terminal is con-
A/C COM PRESSOR CLU T CH nected to the normally closed fixed contact point of
RELAY the relay.
The A/C compressor clutch relay cannot be
DESCRIPTION adjusted or repaired. If the relay is damaged or
The A/C compressor clutch relay (Fig. 7) is a Inter- faulty, it must be replaced.
national Standards Organization (ISO) micro-relay.
Relays conforming to the ISO specifications have OPERATION
common physical dimensions, current capacities, ter- The A/C compressor clutch relay is an electrome-
minal patterns, and terminal functions. The ISO chanical switch that uses a low current input from
micro-relay terminal functions are the same as a con- the Powertrain Control Module (PCM) to control the
ventional ISO relay. However, the ISO micro-relay high current output to the Compressor clutch electro-
terminal pattern (or footprint) is different, the cur- magnetic coil. The movable common feed contact
rent capacity is lower, and the physical dimensions point is held against the fixed normally closed con-
are smaller than those of the conventional ISO relay. tact point by spring pressure. When the relay coil is
The A/C compressor clutch relay is located in the energized, an electromagnetic field is produced by the
Power Distribution Center (PDC) in the engine com- coil windings. This electromagnetic field draws the
partment. See the fuse and relay layout label affixed movable relay contact point away from the fixed nor-
to the inside surface of the PDC cover for A/C com- mally closed contact point, and holds it against the
pressor clutch relay identification and location. fixed normally open contact point. When the relay
The black, molded plastic case is the most visible coil is de-energized, spring pressure returns the mov-
component of the A/C compressor clutch relay. Five able contact point back against the fixed normally
male spade-type terminals extend from the bottom of closed contact point. The resistor or diode is con-
the base to connect the relay to the vehicle electrical nected in parallel with the relay coil in the relay, and
system, and the ISO designation for each terminal is helps to dissipate voltage spikes and electromagnetic
molded into the base adjacent to each terminal. The interference that can be generated as the electromag-
ISO terminal designations are as follows: netic field of the relay coil collapses.
30 (Common Feed) - This terminal is con-
nected to the movable contact point of the relay.
TJ CONTROLS 24 - 15
A/C COM PRESSOR CLU T CH RELAY (Cont inue d)
The A/C compressor clutch relay terminals are con-
nected to the vehicle electrical system through a
receptacle in the PDC. The inputs and outputs of the
A/C compressor clutch relay include:
The common feed terminal (30) receives a bat-
tery current input from a fuse in the PDC through a
fused B(+) circuit at all times.
The coil ground terminal (85) receives a ground
input from the PCM through the A/C compressor
clutch relay control circuit only when the PCM elec-
tronically pulls the control circuit to ground.
The coil battery terminal (86) receives a battery
current input from a fuse in the fuse block module
through a fused ignition switch output (run-start) cir-
cuit only when the ignition switch is in the On or
Start positions.
The normally open terminal (87) provides a bat-
tery current output to the compressor clutch coil
through the A/C compressor clutch relay output cir- Fig. 8 Power Distribution Center - LHD Shown, RHD
cuit only when the A/C compressor clutch relay coil is Typical
energized. 1 - BATTERY POSITIVE CABLE
The normally closed terminal (87A) is not con- 2 - BATTERY NEGATIVE CABLE
nected to any circuit in this application, but provides 3 - DASH PANEL
4 - INNER FENDER
a battery current output only when the A/C compres- 5 - POWER DISTRIBUTION CENTER (PDC)
sor clutch relay coil is de-energized. 6 - NUT
diagnosis and testing of the micro-relay and for com- (5) Install the cover onto the PDC.
plete HVAC wiring diagrams. (6) Reconnect the battery negative cable.
REMOVAL
(1) Disconnect and isolate the battery negative A/C H EAT ER CON T ROL
cable.
(2) Remove the cover from the Power Distribution DESCRIPTION
Center (PDC) (Fig. 8). Both the heater-only and heater-A/C systems use a
(3) Refer to the fuse and relay layout label affixed combination of mechanical, electrical, and vacuum
to the underside of the PDC cover for A/C compressor controls. These controls provide the vehicle operator
clutch relay identification and location. with a number of setting options to help control the
(4) Remove the A/C compressor clutch relay from climate and comfort within the vehicle. Refer to the
the PDC. owners manual in the vehicle glove box for more
information on the suggested operation and use of
INSTALLATION these controls.
(1) See the fuse and relay layout label affixed to The heater-only or heater-A/C system control panel
the underside of the PDC cover for A/C compressor is located at the center of the instrument panel. The
clutch relay location. control panel contains rotary-type knobs. There is a
(2) Position the A/C compressor clutch relay in the blower motor speed control, mode control and tem-
proper receptacle in the PDC. perature control.
(3) Align the A/C compressor clutch relay termi- The blower motor and mode control switch, control
nals with the terminal cavities in the PDC recepta- knobs and illumination lamps are available for ser-
cle. vice replacement.
(4) Push down firmly on the A/C compressor clutch
relay until the terminals are fully seated in the ter-
minal cavities in the PDC receptacle.
24 - 16 CONTROLS TJ
A/C H EAT ER CON T ROL (Cont inue d)
DI AGN OSI S AN D T EST I N G VACUUM CHECK VALVE

(1) Remove the vacuum check valve. The valve is
VACUUM CONTROL SYSTEM located in the (black) vacuum supply tube at the
Vacuum control is used to operate the mode doors intake manifold vacuum tap.
in the HVAC housing. Testing of the heater-A/C mode (2) Connect the test set vacuum supply hose to the
control switch operation will determine if the vacuum heater-A/C system (natural color) side of the valve.
and mechanical controls are functioning. However, it When connected to this side of the check valve, no
is possible that a vacuum control system that oper- vacuum should pass and the test set gauge should
ates correctly at engine idle (high engine vacuum) return to the 27 kPa (8 in. Hg.) setting. If OK, go to
may not function properly at high engine speeds or Step 3. If not OK, replace the faulty valve.
loads (low engine vacuum). This can be caused by (3) Connect the test set vacuum supply hose to the
leaks in the vacuum system, or a faulty vacuum engine vacuum (black color) side of the valve. When
check valve. connected to this side of the check valve, vacuum
A vacuum system test will help to identify the should flow through the valve without restriction. If
source of poor vacuum system performance or vac- not OK, replace the faulty valve.
uum system leaks. Before starting this test, stop the
engine and make certain that the problem isnt a dis- HEATER-A/C CONTROLS
connected vacuum supply tube at the engine intake (1) Connect the test set vacuum probe to the heat-
manifold vacuum tap or the vacuum reservoir. er-A/C vacuum supply (black) tube in the engine
Use an adjustable vacuum test set (Special Tool compartment. Position the test set gauge so that it
C-3707-B) and a suitable vacuum pump to test the can be viewed from the passenger compartment.
heater-A/C vacuum control system. With a finger (2) Place the heater-A/C mode control switch knob
placed over the end of the vacuum test hose probe in each mode position, one position at a time, and
(Fig. 9), adjust the bleed valve on the test set gauge pause after each selection. The test set gauge should
to obtain a vacuum of exactly 27 kPa (8 in. Hg.). return to the 27 kPa (8 in. Hg.) setting shortly after
Release and block the end of the probe several times each selection is made. If not OK, a component or
to verify that the vacuum reading returns to the vacuum line in the vacuum circuit of the selected
exact 27 kPa (8 in. Hg.) setting. Otherwise, a false mode has a leak. See the procedure in Locating Vac-
reading will be obtained during testing. uum Leaks.
CAUTION: Do not use lubricant on the switch ports

or in the holes in the plug, as lubricant will ruin the
vacuum valve in the switch. A drop of clean water
in the connector plug holes will help the connector
slide onto the switch ports.
Fig. 9 Adjust Vacuum Test Bleed Valve

1 - VACUUM PUMP TOOL C-4289
2 - VACUUM TEST SET C-3707
3 - BLEED VALVE
4 - PROBE
TJ CONTROLS 24 - 17
LOCATING VACUUM LEAKS (3) Determine the vacuum line color of the vacuum
circuit that is leaking. To determine the vacuum line
WARNING: ON VEHICLES EQUIPPED WITH AIR- colors, refer to the Vacuum Circuit charts (Fig. 11)
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE and (Fig. 12).
ATTEMPTING ANY STEERING WHEEL, STEERING (4) Disconnect and plug the vacuum line from the
COLUMN, OR INSTRUMENT PANEL COMPONENT component (fitting, actuator, valve, switch, or reser-
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- voir) on the other end of the leaking circuit. Instru-
LATE THE BATTERY NEGATIVE (GROUND) CABLE, ment panel disassembly or removal may be necessary
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- to gain access to some components.
TEM CAPACITOR TO DISCHARGE BEFORE PER- (5) Connect the test set hose or probe to the open
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS end of the leaking circuit. The test set gauge should
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG return to the 27 kPa (8 in. Hg.) setting shortly after
SYSTEM. FAILURE TO TAKE THE PROPER PRE- each connection is made. If OK, replace the faulty
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- disconnected component. If not OK, go to Step 6.
BAG DEPLOYMENT AND POSSIBLE PERSONAL (6) To locate a leak in a vacuum line, leave one
INJURY. end of the line plugged and connect the test set hose
or probe to the other end. Run your fingers slowly
(1) Disconnect the vacuum harness connector at along the line while watching the test set gauge. The
the back of the A/C-heater control. vacuum reading will fluctuate when your fingers con-
(2) Connect the test set vacuum hose probe to each tact the source of the leak. To repair the vacuum
port in the vacuum harness connector, one port at a line, cut out the leaking section of the line. Then,
time, and pause after each connection (Fig. 10). The insert the loose ends of the line into a suitable length
test set gauge should return to the 27 kPa (8 in. Hg.) of 3 mm (1/8 in.) inside diameter rubber hose.
setting shortly after each connection is made. If OK,
replace the faulty mode control switch. If not OK, go
to Step 3.
Fig. 10 Vacuum Circuit Test

24 - 18 CONTROLS TJ
Fig. 11 Vacuum Circuits - Heater Only

TJ CONTROLS 24 - 19
A - NOT USED E - VACUUM SUPPLY, RESERVOIR (BLACK)
B - DEFROST ACTUATOR, FULL POSITION (YELLOW) F - PANEL ACTUATOR (RED)
C - FLOOR ACTUATOR (BROWN) G - NOT USED
D - DEFROST ACTUATOR, MID-POSITION (BLUE)
Fig. 12 Vacuum Circuits - Heater-A/C

A - NOT USED E - VACUUM SUPPLY, RESERVOIR (BLACK)
B - DEFROST ACTUATOR (YELLOW) F - PANEL ACTUATOR (RED)
C - FLOOR ACTUATOR (BROWN) G - RECIRCULATION ACTUATOR (GREEN)
D - DEFROST ACTUATOR, MID-POSITION (BLUE)
24 - 20 CONTROLS TJ
REMOVAL
INJURY.

cable.
(3) Remove the center bezel from the instrument Fig. 13 A/C-Heater Control - Typical
panel (Refer to 23 - BODY/INSTRUMENT PANEL/ 1 - BLOWER MOTOR CONTROL
INSTRUMENT PANEL CENTER BEZEL - 2 - TEMPERATURE CONTROL
REMOVAL). 3 - MODE CONTROL
4 - VACUUM HARNESS CONNECTOR
(4) Reach through the instrument panel glove box 5 - MOUNTING SCREW LOCATIONS
opening to access and disconnect the two halves of
the A/C-heater control vacuum harness connector
(Fig. 13).
(5) Remove the two screws that secure the A/C-
heater control to the instrument panel.
(6) Pull the A/C-heater control away from the
instrument panel to access the connections on the
back of the control.
(7) Disconnect the three wire harness connectors
from the back of the A/C-heater control (Fig. 14).
(8) Remove the A/C-heater control from the instru-
ment panel.
INSTALLATION
(1) Connect the three wire harness connectors to
the A/C-heater control.
(2) Position the A/C-heater control onto the instru-
ment panel and install the retaining screws. Tighten Fig. 14 A/C-Heater Control Connections - Typical
the screws to 2.2 Nm (20 in. lbs.). 1 - A/C-HEATER CONTROL
2 - BLOWER MOTOR SWITCH
(3) Reach through the instrument panel glove box 3 - BLOWER MOTOR SWITCH CONNECTOR
opening and reconnect the A/C-heater vacuum har- 4 - TEMPERATURE/ILLUMINATION CONNECTOR
ness connector. 5 - MODE SWITCH CONNECTOR
6 - VACUUM HARNESS
(4) Install the glove box (Refer to 23 - BODY/IN- 7 - MODE SWITCH
STRUMENT PANEL/GLOVE BOX - INSTALLA-
TION).
(5) Install the center bezel (Refer to 23 - BODY/
INSTRUMENT PANEL/INSTRUMENT PANEL
CENTER BEZEL - INSTALLATION).
TJ CONTROLS 24 - 21
A/C H I GH PRESSU RE SWI T CH REMOVAL
DESCRIPTION NOTE: It is not necessary to discharge the refriger-

ant system to replace the A/C high pressure switch.
The A/C high pressure switch is mounted on a fit-
ting located on the discharge line near the A/C com- (1) Disconnect and isolate the battery negative
pressor. The A/C high pressure switch turns off the cable.
A/C compressor if the refrigerant system pressure (2) Disconnect the wire harness connector from the
exceeds 3100 - 3375 kPa (450 - 490 psi). The A/C A/C high pressure switch (Fig. 15).
high pressure switch fitting on the discharge line is (3) Remove the A/C high pressure switch from the
equipped with an O-ring seal and contains a discharge line fitting.
Schrader-type valve, which allows the switch to be (4) Remove the O-ring seal from the discharge line
serviced without discharging the refrigerant system. fitting and discard.
OPERATION
The A/C high pressure switch is electrically con-
nected in series with the A/C low pressure switch
between ground and the Powertrain Control Module
(PCM). The switch contacts open and close causing
the PCM to turn the A/C compressor clutch on and
off. This prevents compressor operation when the dis-
charge line pressure approaches high levels.
The A/C high pressure switch contacts open when
the discharge line pressure rises above 3100 to 3375
kPa (450 to 490 psi). The switch contacts close when
the discharge line pressure drops to 1860 to 2275
kPa (270 to 330 psi).
The A/C high pressure switch is a factory-cali-
brated unit which cannot be adjusted or repaired
and, if faulty or damaged, it must be replaced.
Fig. 15 A/C High Pressure Switch - Typical
1 - SUCTION LINE
DI AGN OSI S AN D T EST I N G 2 - SERVICE PORT
3 - A/C HIGH PRESSURE SWITCH
4 - A/C COMPRESSOR
A/C HIGH PRESSURE SWITCH 5 - MOUNTING BRACKET
Before performing diagnosis of the A/C high pres- 6 - DISCHARGE LINE
sure switch, verify that the refrigerant system has
the correct refrigerant charge (Refer to 24 - HEAT- INSTALLATION
ING & AIR CONDITIONING/PLUMBING - STAN-
DARD PROCEDURE). NOTE: Replace the O-ring seal before installing the
For circuit descriptions and diagrams, refer to the A/C high pressure switch.
tion includes wiring diagrams, proper wire and con- (1) Lubricate a new O-ring seal with clean refrig-
nector repair procedures, further details on wire erant oil and install it on the discharge line fitting.
harness routing and retention, as well as pin-out and Use only the specified O-rings as they are made of a
location views for the various wire harness connec- special material for the R-134a refrigerant system.
tors, splices and grounds. Use only refrigerant oil of the type recommended for
(1) Disconnect and isolate the battery negative the A/C compressor in the vehicle.
cable. (2) Install and tighten the A/C high pressure
(2) Disconnect the wire harness connector from the switch onto the discharge line fitting. The switch
A/C high pressure switch. should be hand-tightened securely onto the discharge
(3) Check for continuity between the two terminals line fitting.
of the A/C high pressure switch. There should be con- (3) Connect the wire harness connector into the
tinuity. If OK, test and repair the A/C high pressure A/C high pressure switch.
switch circuit as required. If not OK, replace the (4) Reconnect the battery negative cable.
switch.
24 - 22 CONTROLS TJ
A/C LOW PRESSU RE SWI T CH (2) With gear selector in park or neutral and park
brake set, start engine and allow to idle.
(3) Place the A/C-heater mode control switch in
DESCRIPTION
any A/C position.
The A/C low pressure switch is a single pole, single
(4) Raise hood and disconnect the wire harness
throw, pressure actuated switch that is installed in a
connector from the A/C low pressure switch.
threaded port into the suction passage of the accu-
(5) Using a suitable jumper wire, install the wire
mulator. The switch is located on the top of the accu-
between the two terminal cavities of the A/C low
mulator in a fitting that contains a Schrader type
pressure switch wire harness connector. The A/C
valve, which allows the switch to be serviced without
compressor clutch should engage.
discharging the refrigerant system. The accumulator
(6) If the A/C compressor clutch does not engage,
fitting is equipped with a O-ring to seal the switch
the A/C compressor clutch, A/C compressor clutch
plumbing connection.
relay, A/C-heater mode control switch, A/C high pres-
The A/C low pressure switch is a factory calibrated
sure switch, PCM, fuses or related wiring circuits
unit. The switch cannot be adjusted or repaired and
may be defective (Refer to 8 - ELECTRICAL/WIRING
if faulty or damaged it must be replaced.
DIAGRAM INFORMATION - DIAGNOSIS AND
TESTING).
OPERATION (7) If the A/C compressor clutch does engage, con-
The A/C low pressure switch monitors the pressure nect a manifold gauge set to the low side refrigerant
of the refrigerant leaving the accumulator to the system service port (Refer to 24 - HEATING & AIR
compressor. The A/C low pressure switch is electri- CONDITIONING - STANDARD PROCEDURE).
cally connected in series with the A/C-heater control (8) Check for continuity between the two terminals
mode switch and the A/C high pressure switch, of the A/C low pressure switch. There should be con-
between ground and the Powertrain Control Module tinuity with a suction pressure reading of 276 kPa
(PCM). The A/C low pressure switch contact opens or (40 psi) or above, and no continuity with a suction
closes the path the ground, signaling the PCM to pressure reading of 172 kPa (25 psi) or below. If OK,
turn the A/C compressor clutch on and off. This reg- test and repair the A/C compressor clutch, A/C com-
ulates the refrigerant system pressure and controls pressor clutch relay, A/C-heater mode control switch,
evaporator coil temperature. Controlling the evapora- A/C high pressure switch, PCM, fuses or related wir-
tor temperature prevents condensate water on the ing circuits as required. If not OK, replace the faulty
evaporator fins from freezing and obstructing air con- A/C low pressure switch.
ditioning system air flow.
The A/C low pressure switch contacts are open
REMOVAL
when the suction pressure is approximately 172 kPa
(25 psi) or lower. The switch contacts will close when NOTE: Note: It is not necessary to discharge the
the suction pressure rises to approximately 276 kPa refrigerant system to replace the A/C low pressure
(40 psi) or above. Lower ambient temperatures, switch.
below approximately -1 C (30 F), will also cause the
switch contacts to open. This is due to the pressure/ (1) Disconnect and isolate the battery negative cable.
temperature relationship of the refrigerant in the (2) Disconnect the wire harness connector from the
system. A/C low pressure switch (Fig. 16).
(3) Remove the A/C low pressure switch from the
fitting on the top of the accumulator.
DI AGN OSI S AN D T EST I N G (4) Remove the O-ring seal from the accumulator
fitting and discard.
A/C LOW PRESSURE SWITCH
Before performing diagnosis of the A/C low pres- INSTALLATION
sure switch, be certain that the switch is properly
installed on the accumulator fitting. If the switch is NOTE: Replace the O-ring seal before installing the
not properly installed, it may not open the Schrader- A/C low pressure switch.
type valve in the accumulator fitting, which will pre-
vent the switch from correctly monitoring the (1) Lubricate a new O-ring seal with clean refrig-
refrigerant system pressure. erant oil and install it on the accumulator fitting.
(1) Verify that the refrigerant system has the cor- Use only the specified O-rings as they are made of a
rect refrigerant charge (Refer to 24 - HEATING & special material for the R-134a system. Use only
AIR CONDITIONING/PLUMBING - STANDARD refrigerant oil of the type recommended for the A/C
PROCEDURE). compressor in the vehicle.
TJ CONTROLS 24 - 23
A/C LOW PRESSU RE SWI T CH (Cont inue d)
INJURY.
cable.
electrical connector of blend door actuator (Fig. 17).
(3) Remove the three screws that secure the blend
door actuator to the HVAC housing.
(4) Remove the blend door actuator from the
HVAC housing.
Fig. 16 A/C Low Pressure Switch - Typical

2 - ACCUMULATOR
(2) Install and tighten the A/C low pressure switch

on the accumulator fitting. The switch should be
hand-tightened securely onto the accumulator fitting.
(3) Connect the wire harness connector to the A/C
low pressure switch.
BLEN D DOOR ACT U AT OR

DESCRIPTION
The blend door actuator is a motor/geartrain
assembly which mechanically positions the blend Fig. 17 Blend Door Actuator
door. The actuator is mounted to the bottom of the
HVAC housing in the center. 2 - BLEND DOOR ACTUATOR
3 - MOUNTING POINTS
OPERATION
The mode door actuator is connected to the A/C- INSTALLATION
heater control through the vehicle electrical system (1) Position the blend door actuator onto the
by a dedicated three-wire lead and connector of the HVAC housing. If necessary, rotate the actuator
HVAC wire harness. The mode door actuator can slightly to align the splines on the actuator output
move the mode door in two directions. The position of sleeve with those on the blend door linkage.
the mode door actuator is controlled by a potentiom- (2) Install and tighten the screws that secures the
eter in the A/C-heater control. The blend door actua- blend door actuator to the housing. Tighten the
tor cannot be adjusted or repaired and, if faulty or screws to 1.1 Nm (10 in. lbs.).
damaged, it must be replaced. (3) Connect the HVAC wire harness connector to
the blend door actuator.
REMOVAL (4) Reconnect the battery negative cable.

24 - 24 CONTROLS TJ
BLOWER M OT OR RELAY Refer to the appropriate wiring information for

diagnosis and testing of the blower motor relay and
for complete HVAC wiring diagrams.
DESCRIPTION
The blower motor relay (Fig. 18) is a International
Standards Organization (ISO)-type relay. Relays con-
REMOVAL
forming to the ISO specifications have common phys- WARNING: ON VEHICLES EQUIPPED WITH AIR-
ical dimensions, current capacities, terminal BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
patterns, and terminal functions. The relay is a elec- ATTEMPTING ANY STEERING WHEEL, STEERING
tromechanical device that switches battery current COLUMN, OR INSTRUMENT PANEL COMPONENT
from a fuse in the power distribution center (PDC)
directly to the blower motor. The relay is energized
when the relay coil is provided a voltage signal by
the ignition switch. The blower motor relay is located
in the PDC in the engine compartment. See the fuse
and relay layout label affixed to the inside surface of
the PDC cover for blower motor relay identification
and location.
The blower motor relay cannot be adjusted or
repaired. If the relay is damaged or faulty, it must be
INJURY.
replaced.
cable.
(3) Locate the blower motor relay through the
instrument panel glove box opening. The relay is
mounted upright and to the right of the instrument
panel harness (Fig. 19).
(4) Remove the blower motor relay from its wire
harness connector.
Fig. 18 Blower Motor Relay

30 - COMMON FEED
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
OPERATION
When the blower motor switch is in any position
except off, and the ignition is turned on, the blower
motor relay is energized and provides battery feed to
the blower motor from a fuse in the Power Distribu-
tion Center (PDC) in the engine compartment. Fig. 19 Blower Motor Relay
The blower motor relay coil is controlled by a volt- 1 - AIR INTAKE
age signal from the A/C-heater control. 2 - RECIRCULATION DOOR LINKAGE
3 - RECIRCULATION DOOR ACTUATOR
The blower motor relay is installed in a wire har- 4 - BLOWER MOTOR RELAY
ness connector located near the passenger side out- 5 - HVAC ELECTRICAL CONNECTOR
board end of the HVAC housing in the passenger 6 - HVAC VACUUM CONNECTOR
7 - HVAC HOUSING
compartment, next to the HVAC wire harness con-
nector.
TJ CONTROLS 24 - 25
BLOWER M OT OR RELAY (Cont inue d)
INSTALLATION SYSTEM. FAILURE TO TAKE THE PROPER PRE-

(1) Align the blower motor relay terminals with CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
the terminal cavities in the wire harness connector. BAG DEPLOYMENT AND POSSIBLE PERSONAL
(2) Push down firmly on the blower motor relay INJURY.
until the terminals are fully seated in the connector For circuit descriptions and diagrams, refer to the
receptacles. appropriate wiring information. The wiring informa-
(3) Reinstall the glove box (Refer to 23 - BODY/IN- tion includes wiring diagrams, proper wire and con-
STRUMENT PANEL/GLOVE BOX - INSTALLA- nector repair procedures, further details on wire
TION). harness routing and retention, as well as pin-out and
(4) Reconnect the battery negative cable. location views for the various wire harness connec-
BLOWER M OT OR RESI ST OR cable.
BLOCK panel (Refer to 23 - BODY/INSTRUMENT PANEL/
DESCRIPTION (3) Disconnect the wire harness connector from the
The blower motor resistor is mounted to the side of blower motor resistor block.
the HVAC housing near the blower motor on the pas- (4) Check for continuity between each of the
senger side of the vehicle behind the instrument blower motor switch input terminals of the resistor
panel. It can be accessed for service by removing the and the resistor output terminal. In each case there
glove box from the instrument panel. should be continuity. If OK, repair the wire harness
circuits between the blower motor switch and the
OPERATION blower motor resistor, blower motor or blower motor
The resistor has multiple resistor wires, each of relay as required. If not OK, replace the faulty
which will reduce the current flow to the blower blower motor resistor block.
motor to change the blower motor speed by changing
the resistance in the blower motor ground path. The REMOVAL
blower motor switch directs the ground path through
the correct resistor wire to obtain the selected speed. WARNING: ON VEHICLES EQUIPPED WITH AIR-
With the blower motor switch in the lowest speed BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
position, the ground path for the motor is applied ATTEMPTING ANY STEERING WHEEL, STEERING
through all of the resistor wires. Each higher speed COLUMN, OR INSTRUMENT PANEL COMPONENT
selected with the blower motor switch applies the DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
blower motor ground path through fewer of the resis- LATE THE BATTERY NEGATIVE (GROUND) CABLE,
tor wires, increasing the blower motor speed. When THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
the blower motor switch is in the highest speed posi- TEM CAPACITOR TO DISCHARGE BEFORE PER-
tion, the blower motor resistor is bypassed and the FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
blower motor receives a direct path to ground. IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
The blower motor resistor cannot be repaired and, SYSTEM. FAILURE TO TAKE THE PROPER PRE-
if faulty or damaged, it must be replaced. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
INJURY.
BLOWER MOTOR RESISTOR BLOCK CAUTION: Stay clear of the blower motor and resis-
tor block (Hot). Do not operate the blower motor
WARNING: ON VEHICLES EQUIPPED WITH AIR- with the resistor block removed.
ATTEMPTING ANY STEERING WHEEL, STEERING (1) Disconnect and isolate the battery negative
COLUMN, OR INSTRUMENT PANEL COMPONENT cable.
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- (2) Remove the glove box from the instrument
LATE THE BATTERY NEGATIVE (GROUND) CABLE, panel (Refer to 23 - BODY/INSTRUMENT PANEL/
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- GLOVE BOX - REMOVAL).
TEM CAPACITOR TO DISCHARGE BEFORE PER- (3) Pull out the lock on the blower motor resistor
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS wire harness connector to unlock the connector latch
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG (Fig. 20).
24 - 26 CONTROLS TJ
BLOWER M OT OR RESI ST OR BLOCK (Cont inue d)
(4) Depress the latch on the blower motor resistor OPERATION
wire harness connector and disconnect the connector The blower motor switch provides a blower motor
from the resistor. ground path through the A/C-heater mode control
(5) Remove the two screws that secure the blower switch. The blower motor switch directs this ground
motor resistor block to the HVAC housing. path through or around the blower motor resistor
(6) Remove the resistor block from the HVAC wires, as required to achieve the selected blower
housing. motor speed.
The blower motor switch cannot be repaired and, if
faulty or damaged, it must be replaced. The blower
motor switch knob is available for service replace-
ment.

BLOWER MOTOR SWITCH
For circuit descriptions and diagrams, refer to the
Fig. 20 Blower Motor Resistor Block- Typical
1 - SCREW (2)
2 - WIRE HARNESS CONNECTOR BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
3 - CONNECTOR LOCK ATTEMPTING ANY STEERING WHEEL, STEERING
4 - HVAC HOUSING COLUMN, OR INSTRUMENT PANEL COMPONENT
5 - BLOWER MOTOR RESISTOR BLOCK
INSTALLATION THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
(1) Position the blower motor resistor block into TEM CAPACITOR TO DISCHARGE BEFORE PER-
the HVAC housing. FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(2) Install the two screws that secure the resistor IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
block to the HVAC housing. Tighten the screws to 2.2 SYSTEM. FAILURE TO TAKE THE PROPER PRE-
Nm (20 in. lbs.). CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(3) Connect the wire harness connector to the BAG DEPLOYMENT AND POSSIBLE PERSONAL
resistor block. INJURY.
(4) Push in the lock on the blower motor resistor
wire harness connector to lock the connector latch. (1) Check for battery voltage at the fuse in the
(5) Install the glove box (Refer to 23 - BODY/IN- Power Distribution Center (PDC). If OK, go to Step
STRUMENT PANEL/GLOVE BOX - INSTALLA- 2. If not OK, repair the shorted circuit or component
TION). as required and replace the faulty fuse.
(6) Reconnect the battery negative cable. (2) Turn the ignition switch to the Off position.
Remove the A/C-heater control from the instrument
BLOWER M OT OR SWI T CH panel (Refer to 24 - HEATING & AIR CONDITION-
ING/CONTROLS/A/C HEATER CONTROL -
DESCRIPTION REMOVAL). Check for continuity between the
The blower motor for the heater-only or heater-A/C ground circuit cavity of the A/C-heater wire harness
system is controlled by a rotary-type blower motor connector and a good ground. There should be conti-
switch, mounted in the A/C-heater control panel. The nuity. If OK, go to Step 3. If not OK, repair the open
switch allows the selection of four different blower circuit to ground as required.
motor speeds and includes an Off position.
TJ CONTROLS 24 - 27
BLOWER M OT OR SWI T CH (Cont inue d)
(3) With the A/C-heater control wire harness con-
nector disconnected, place the A/C-heater mode con-
trol switch in any position except the Off position.
Check for continuity between the ground circuit ter-
minal and each of the blower motor driver circuit ter-
minals of the A/C-heater control as you move the
blower motor switch to each of the four speed posi-
tions. There should be continuity at each driver cir-
cuit terminal in only one blower motor switch speed
position. If OK, test and repair the blower driver cir-
cuits between the A/C-heater control connector and
the blower motor resistor as required. If not OK,
replace the faulty A/C-heater control unit.
REMOVAL
COLUMN, OR INSTRUMENT PANEL COMPONENT Fig. 21 Blower Motor Switch
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- 1 - A/C-HEATER CONTROL
2 - SCREW
LATE THE BATTERY NEGATIVE (GROUND) CABLE, 3 - BLOWER MOTOR SWITCH
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- 4 - VACUUM HARNESS
TEM CAPACITOR TO DISCHARGE BEFORE PER- 5 - MODE CONTROL SWITCH
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG (3) Install the A/C-heater control (Refer to 24 -
SYSTEM. FAILURE TO TAKE THE PROPER PRE- HEATING & AIR CONDITIONING/CONTROLS/A/C
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- HEATER CONTROL - INSTALLATION).
BAG DEPLOYMENT AND POSSIBLE PERSONAL (4) Install the blower motor switch knob onto the
INJURY. switch stem on the front of the A/C-heater control.
cable.
(2) Using a trim stick or another suitable wide M ODE DOOR ACT U AT OR
flat-bladed tool, gently pry the blower motor switch
knob off of the switch stem from the front of the A/C- DESCRIPTION
heater control. The actuators used to operate the defrost, floor and
(3) Remove the A/C-heater control from the instru- panel/demister doors in the HVAC housing are two-
ment panel (Refer to 24 - HEATING & AIR CONDI- position vacuum operated. When vacuum is supplied
TIONING/CONTROLS/A/C HEATER CONTROL - by the A/C-heater control to the defrost, floor or pan-
REMOVAL). el/demister actuators, the actuator linkage is pulled
(4) Remove the screw that secures the blower into the actuator, which moves the mode door lever
motor switch to the rear of the A/C-heater control and mode door to one of the two positions. The actua-
(Fig. 21). tor for the floor and panel/demister doors are spring
(5) Remove the blower motor switch from the A/C- loaded, so when vacuum is released from the actua-
heater control. tor, the linkage moves the mode door back to its
static position. The actuator for the defroster door is
INSTALLATION vacuum operated in both directions. The defrost, floor
(1) Position the blower motor switch into the rear or panel/demister actuators are not serviceable and
of the A/C-heater control. must be replaced if found to be defective.
(2) Install the screw that secures the blower motor
switch to the A/C-heater control. Tighten the screw to
2.2 Nm (20 in. lbs.).
24 - 28 CONTROLS TJ
M ODE DOOR ACT U AT OR (Cont inue d)
REMOVAL actuator latch while pulling firmly outwards on the

actuator to remove the actuator from the mount.
DEFROST DOOR ACTUATOR (5) Rotate and tilt the vacuum actuator as
required to disengage the hole on the end of the
WARNING: ON VEHICLES EQUIPPED WITH AIR- actuator link from the hooked pin on the end of the
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE defrost door lever.
ATTEMPTING ANY STEERING WHEEL, STEERING (6) Remove the defrost door vacuum actuator from
COLUMN, OR INSTRUMENT PANEL COMPONENT the vehicle.
INJURY.

cable.
(2) Remove the knee blocker from the instrument
panel.
(3) Unplug the two vacuum harness connectors
from the defrost door actuator (Fig. 22).
Fig. 23 Vacuum Actuator Remove/Install - Typical

1 - ACTUATOR MOUNT LATCH HOLE
2 - TRIM STICK
3 - ACTUATOR LATCH
FLOOR DOOR ACTUATOR

Fig. 22 Defrost, Floor, and Panel/Demist Door SYSTEM. FAILURE TO TAKE THE PROPER PRE-
Vacuum Actuators - Typical CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
1 - PANEL/DEMIST DOOR ACTUATOR BAG DEPLOYMENT AND POSSIBLE PERSONAL
2 - DEFROST DOOR ACTUATOR INJURY.
3 - FLOOR DOOR ACTUATOR
(4) Insert a trim stick or another suitable wide
cable.
flat-bladed tool into the latch hole on the HVAC
(2) Remove the knee blocker from the instrument
housing actuator mount (Fig. 23). Gently pry the
panel.
TJ CONTROLS 24 - 29
M ODE DOOR ACT U AT OR (Cont inue d)
(3) Remove the defrost door actuator from the (2) Push the actuator onto the mounting boss until
HVAC housing. its snaps into the locked position.
(4) Unplug the vacuum harness connector from the (3) Connect the two vacuum hoses to the actuator.
floor door actuator (Fig. 22). (4) Install the instrument panel knee blocker.
(5) Insert a trim stick or another suitable wide (5) Reconnect the battery negative cable.
housing actuator mount (Fig. 23). Gently pry the FLOOR DOOR ACTUATOR
actuator latch while pulling firmly outwards on the (1) Rotate and tilt the vacuum actuator as
actuator to remove the actuator from the mount. required to engage the hole on the end of the actua-
(6) Rotate and tilt the vacuum actuator as tor link to the hooked pin on the end of the floor door
required to disengage the hole on the end of the lever.
actuator link from the hooked pin on the end of the (2) Push the actuator onto the mounting boss until
floor door lever. it snaps into the locked position.
(7) Remove the floor door vacuum actuator from (3) Connect the vacuum hose to the actuator.
the vehicle. (4) Install the defrost door actuator.
(5) Install the instrument panel knee blocker.
PANEL/DEMIST DOOR ACTUATOR (6) Reconnect the battery negative cable.
WARNING: ON VEHICLES EQUIPPED WITH AIR- PANEL/DEMIST DOOR ACTUATOR

BAGS, DISABLE THE AIRBAG SYSTEM BEFORE (1) Push the actuator onto the mounting boss until
ATTEMPTING ANY STEERING WHEEL, STEERING it snaps into the locked position.
COLUMN, OR INSTRUMENT PANEL COMPONENT (2) Engage the hole on the end of the actuator link
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- to the pin on the end of the panel/demist door lever
LATE THE BATTERY NEGATIVE (GROUND) CABLE, and install the push nut.
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- (3) Connect the vacuum hose to the actuator.
TEM CAPACITOR TO DISCHARGE BEFORE PER- (4) Install the instrument panel knee blocker.
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS (5) Reconnect the battery negative cable.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- RECI RCU LAT I ON DOOR
BAG DEPLOYMENT AND POSSIBLE PERSONAL ACT U AT OR
INJURY.
(1) Disconnect and isolate the battery negative DESCRIPTION

cable. The actuator used to operate the recirculation door
(2) Remove the knee blocker from the instrument in the HVAC housing is two-position vacuum oper-
panel. ated. When vacuum is supplied by the A/C-heater
(3) Unplug the vacuum harness connector from the mode control to the recirculation door actuator, the
panel/demist door actuator (Fig. 22). actuator linkage is pulled into the actuator, which
(4) Remove the push nut fastening the panel/de- moves the recirculation door lever and door to the
mist door vacuum actuator linkage to the panel/de- recirculation position. The actuator is spring loaded,
mist door lever. so when vacuum is released from the actuator, the
(5) Insert a trim stick or another suitable wide linkage moves the recirculation door back to its static
flat-bladed tool into the latch hole on the HVAC position.
housing actuator mount (Fig. 23). Gently pry the The recirculation door actuator is not serviceable
actuator latch while pulling firmly outwards on the and must be replaced if found to be defective.
(6) Remove the panel/demist door vacuum actuator
from the vehicle.
INSTALLATION
DEFROST DOOR ACTUATOR
(1) Rotate and tilt the vacuum actuator as
required to engage the hole on the end of the actua-
tor link to the hooked pin on the end of the defrost
door lever.
24 - 30 CONTROLS TJ
RECI RCU LAT I ON DOOR ACT U AT OR (Cont inue d)
REMOVAL
INJURY.
NOTE: The recirculation door and actuator are used

only on models equipped with air conditioning.

cable.
Fig. 24 Recirculation Door Actuator - Typical
(2) Remove the glove box (Refer to 23 - BODY/IN-
1 - HOOKED PIN
STRUMENT PANEL/GLOVE BOX - REMOVAL). 2 - RECIRCULATION DOOR LEVER
(3) Remove the dash side panel (end cap). 3 - RECIRCULATION DOOR ACTUATOR
(4) Remove the speaker. 4 - BLOWER MOTOR RESISTOR BLOCK
(5) Remove the right vent duct.
(6) Unplug the vacuum harness connector from the
recirculation door actuator (Fig. 24).
(7) Insert a trim stick or another suitable wide
housing actuator mount (Fig. 25). Gently pry the
actuator latch while pulling firmly outwards on the
required to disengage the hole on the end of the
actuator link from the hooked pin on the end of the
recirculation door lever.
(9) Remove the recirculation door vacuum from the
vehicle.
INSTALLATION
required to engage the hole on the end of the actua-
tor link to the hooked pin on the end of the recircu-
lation door lever.
(2) Push the actuator onto the mounting boss until
it snaps into the locked position.
(3) Connect the vacuum hose to the actuator.
Fig. 25 Vacuum Actuator Remove/Install - Typical
(4) Install the right vent duct.
(5) Install the speaker. 1 - ACTUATOR MOUNT LATCH HOLE
2 - TRIM STICK
(6) Install the dash side panel (end cap). 3 - ACTUATOR LATCH
(7) Install the glove box (Refer to 23 - BODY/IN-
STRUMENT PANEL/GLOVE BOX - INSTALLA-
TION).
TJ CONTROLS 24 - 31
VACU U M CH ECK VALV E

DESCRIPTION
Two vacuum check valves are installed in the
accessory vacuum supply system. One is on the
accessory vacuum supply line in the engine compart-
ment, near the vacuum tap on the engine intake
manifold. A second vacuum check valve is located at
the HVAC system takeout. The vacuum check valves
are designed to allow vacuum to flow in only one
direction through the vacuum supply circuits.
OPERATION
The use of the two vacuum check valves help to
maintain the system vacuum needed to retain the
selected A/C-heater mode settings. The check valves
prevent the engine from bleeding down system vac-
uum through the intake manifold during extended
heavy engine load (low engine vacuum) operation.
The vacuum check valves cannot be repaired and,
if faulty or damaged, must be replaced.
Fig. 26 Vacuum Check Valves - Typical
REMOVAL 1 - SCREW
2 - VACUUM CHECK VALVE (2)
NOTE: Note the orientation of the check valves in 3 - VACUUM LINE RETAINER (2)
the vacuum supply line for correct reinstallation. 4 - ACCESSORY VACUUM SUPPLY LINE
6 - HVAC VACUUM SUPPLY LINE
(1) Remove the vacuum check valve from the fit- 7 - INNER FENDER
ting at the engine intake manifold and the accessory 8 - VACUUM RESERVOIR
vacuum supply line (Fig. 26).
(2) Remove the vacuum check valve from the
HVAC vacuum supply line fitting and the accessory
vacuum supply line.
INSTALLATION
(1) Using the orientation noted when removed,
plug the vacuum check valve into the HVAC vacuum
supply line fitting and the accessory vacuum supply
line.
(2) Using the orientation noted when removed,
plug the vacuum check valve into the fitting at the
engine intake manifold and the accessory vacuum
supply line.
24 - 32 CONTROLS TJ
VACU U M RESERV OI R
DESCRIPTION
The vacuum reservoir is mounted to the rear of the
right front inner fender wheelhouse in the engine
compartment, under the battery tray. The battery
and battery tray must be removed from the vehicle to
access the vacuum reservoir for service.
OPERATION
Engine vacuum is stored in the vacuum reservoir.
The stored vacuum is used to operate the vacuum-
controlled vehicle accessories during periods of low
engine vacuum such as when the vehicle is climbing
a steep grade, or under other high engine load oper-
ating conditions.
The vacuum reservoir cannot be repaired and, if
REMOVAL
(1) Remove the battery and battery tray from the
engine compartment (Refer to 8 - ELECTRICAL/BAT- Fig. 27 Vacuum Reservoir - Typical
TERY SYSTEM/BATTERY - REMOVAL) and (Refer
1 - SCREW
to 8 - ELECTRICAL/BATTERY SYSTEM/TRAY - 2 - VACUUM CHECK VALVE (2)
REMOVAL). 3 - VACUUM LINE RETAINER (2)
(2) Unplug the accessory vacuum supply line from 4 - ACCESSORY VACUUM SUPPLY LINE
the vacuum reservoir (Fig. 27). 6 - HVAC VACUUM SUPPLY LINE
(3) Remove the one screw that secures the reser- 7 - INNER FENDER
voir to the inner fender panel. 8 - VACUUM RESERVOIR
(4) Remove the vacuum reservoir from the engine
compartment.
INSTALLATION
(1) Position the vacuum reservoir into the engine
compartment.
(2) Install the screw that secures the reservoir to
the inner fender panel. Tighten the screw to 2.2 Nm
(20 in. lbs.).
(3) Connect the accessory vacuum supply line to
the vacuum reservoir.
(4) Install the battery tray and battery (Refer to 8
- ELECTRICAL/BATTERY SYSTEM/TRAY -
INSTALLATION) and (Refer to 8 - ELECTRICAL/
BATTERY SYSTEM/BATTERY - INSTALLATION).
TJ DISTRIBUTION 24 - 33
DI ST RI BU T I ON
TABLE OF CONTENTS
page page
AIR OUTLETS INSTALLATION ................ . . . . . . . 39

DESCRIPTION ........ . . . . . . . . . . . . . . . . 33 HVAC HOUSING
REMOVAL ........... . . . . . . . . . . . . . . . . 33 REMOVAL .................... . . . . . . . 40
INSTALLATION ....... . . . . . . . . . . . . . . . . 33 DISASSEMBLY ................ . . . . . . . 40
BLEND DOOR ASSEMBLY ................... . . . . . . . 41
REMOVAL ........... . . . . . . . . . . . . . . . . 34 INSTALLATION ................ . . . . . . . 42
INSTALLATION ....... . . . . . . . . . . . . . . . . 34 INSTRUMENT PANEL DEMISTER DUCTS
BLOWER MOTOR REMOVAL .................... . . . . . . . 42
DESCRIPTION ........ . . . . . . . . . . . . . . . . 34 INSTALLATION ................ . . . . . . . 43
OPERATION ......... . . . . . . . . . . . . . . . . 34 INSTRUMENT PANEL DUCTS
DIAGNOSIS AND TESTING REMOVAL .................... . . . . . . . 43
BLOWER MOTOR ... . . . . . . . . . . . . . . . . 35 INSTALLATION ................ . . . . . . . 44
REMOVAL ........... . . . . . . . . . . . . . . . . 38 MODE DOOR
INSTALLATION ....... . . . . . . . . . . . . . . . . 38 REMOVAL .................... . . . . . . . 44
DEFROSTER DUCT INSTALLATION ................ . . . . . . . 45
REMOVAL ........... . . . . . . . . . . . . . . . . 38 RECIRCULATION AIR DOOR
INSTALLATION ....... . . . . . . . . . . . . . . . . 39 REMOVAL .................... . . . . . . . 46
FLOOR DISTRIBUTION DUCT
REMOVAL ........... . . . . . . . . . . . . . . . . 39
AI R OU T LET S NOTE: The instrument panel air outlets are retained

into the outlet housings by a light snap fit.
DESCRIPTION (1) Using a trim stick or another suitable wide
There are four panel outlets in the instrument flat-bladed tool, gently pry the panel air outlet(s) out
panel, one located near each outboard end of the of the panel outlet housing(s).
instrument panel facing the rear of the vehicle, and
two located near the top of the instrument panel cen- INSTALLATION
ter bezel. The air outlets can be removed individually
(1) Position the air outlet(s) onto the outlet hous-
for service replacement.
ing(s).
(2) Gently push the air outlet into the housing
REMOVAL until it snaps into position.
INJURY.
24 - 34 DISTRIBUTION TJ
BLEN D DOOR INSTALLATION

(1) Position the blend door pivot shaft into the
REMOVAL pivot hole and actuator in the bottom of the lower
half of the HVAC housing.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (2) Assemble the HVAC housing (Refer to 24 -
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE HEATING & AIR CONDITIONING/DISTRIBUTION/
ATTEMPTING ANY STEERING WHEEL, STEERING HVAC HOUSING - ASSEMBLY).
COLUMN, OR INSTRUMENT PANEL COMPONENT (3) Install the HVAC housing (Refer to 24 - HEAT-
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- ING & AIR CONDITIONING/DISTRIBUTION/HVAC
LATE THE BATTERY NEGATIVE (GROUND) CABLE, HOUSING - INSTALLATION).
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS BLOWER M OT OR
SYSTEM. FAILURE TO TAKE THE PROPER PRE- DESCRIPTION
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- The blower motor and blower wheel are located in
BAG DEPLOYMENT AND POSSIBLE PERSONAL the passenger side end of the HVAC housing, below
INJURY. the glove box. The blower motor controls the velocity
of air flowing through the HVAC housing by spinning
(1) Remove the HVAC housing from the vehicle a squirrel cage-type blower wheel within the housing
(Refer to 24 - HEATING & AIR CONDITIONING/ at the selected speed. The blower motor and wheel
DISTRIBUTION/HVAC HOUSING - REMOVAL). can be removed from inside the vehicle without
(2) Disassemble the HVAC housing (Refer to 24 - removing the instrument panel or HVAC housing.
HVAC HOUSING - DISASSEMBLY). OPERATION
(3) Lift the blend door pivot shaft out of the actua- The blower motor will operate only when the igni-
tor and pivot hole in the bottom of the lower half of tion switch is in the On position, and with the A/C-
the HVAC housing (Fig. 1). heater mode control switch in any position, except
Off. The blower motor receives a fused battery feed
through the blower motor relay whenever the igni-
tion switch is in the On position. The blower motor
battery feed circuit is protected by a fuse in the
Power Distribution Center (PDC). Blower motor
speed is controlled by regulating the ground path
through the blower motor switch and the blower
motor resistor.
The blower motor and blower wheel are serviced
only as a unit and cannot be repaired and, if faulty
or damaged, must be replaced.
Fig. 1 Blend Door - Typical

1 - BLEND DOOR
2 - EVAPORATOR COIL
3 - PIVOT HOLE
4 - HEATER CORE
BLOWER M OT OR (Cont inue d)
DI AGN OSI S AN D T EST I N G BLOWER MOTOR ELECTRICAL DIAGNOSIS

Refer to the Blower Motor Electrical Diagnosis
BLOWER MOTOR chart for basic checks of the blower motor circuit
(Fig. 2).
BLOWER MOTOR INOPERATIVE
BLOWER MOTOR NOISE OR VIBRATION
WARNING: ON VEHICLES EQUIPPED WITH AIR- Refer to the Blower Motor Noise/Vibration Diagno-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE sis chart for basic checks of the blower motor when a
ATTEMPTING ANY STEERING WHEEL, STEERING vibration or noise is present (Fig. 3).
INJURY.
For circuit descriptions and diagrams, refer to the

tion includes wiring, diagrams, proper wire and con-
Fig. 2 Blower Motor Electrical Diagnosis

Fig. 3 Blower Motor Noise/Vibration Diagnosis

WARNING: ON VEHICLES EQUIPPED WITH AIR- NOTE: Failure to install the blower motor assembly
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE correctly could result in an air leak or the blower
ATTEMPTING ANY STEERING WHEEL, STEERING motor assembly becoming completely disengaged
COLUMN, OR INSTRUMENT PANEL COMPONENT from the HVAC housing.
LATE THE BATTERY NEGATIVE (GROUND) CABLE, (1) Align and install the blower motor into the
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- HVAC housing.
TEM CAPACITOR TO DISCHARGE BEFORE PER- (2) Rotate the blower motor until all of the locking
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS tabs have secured the blower motor assembly to the
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG HVAC housing.
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (3) Connect the wire harness connector to the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- blower motor.
BAG DEPLOYMENT AND POSSIBLE PERSONAL (4) Reconnect the battery negative cable.
INJURY. (5) Test the blower motor for proper installation by
turning the blower motor speed to its fastest position
The blower motor is located on the passenger side and checking around the outer edges of the blower
of the vehicle under the dash. The blower motor can assembly for air leaks. If any air leaks are found,
be removed from the vehicle without having to remove and reinstall the blower motor.
remove the HVAC housing.
cable. DEFROST ER DU CT
(2) Unplug the blower motor wire harness connec-
tor (Fig. 4). REMOVAL
(3) Release blower motor retainer-locking tab and
rotate blower motor counterclockwise. WARNING: ON VEHICLES EQUIPPED WITH AIR-
(4) Remove blower motor from the HVAC housing. BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
INJURY.
(1) Remove the instrument panel from the vehicle

(Refer to 23 - BODY/INSTRUMENT PANEL/IN-
STRUMENT PANEL ASSEMBLY - REMOVAL).
(2) Remove the two nuts that secure the defroster
duct to the studs on the dash panel (Fig. 5).
(3) Remove the defroster duct from the studs on
the dash panel.
Fig. 4 HVAC Blower Motor - Typical

1 - HVAC HOUSING
2 - BLOWER MOTOR
3 - RETAINER-LOCKING TAB
DEFROST ER DU CT (Cont inue d)
(1) Remove the instrument panel from the vehicle
(2) Remove the three screws that secure the floor
distribution duct to the bottom of the HVAC housing
(Fig. 6).
(3) Remove the screw that secures the floor distri-
bution duct to the side of the HVAC housing.
(4) Slide the floor duct out from under the HVAC
housing.
Fig. 5 Defroster Duct - LHD Shown, RHD Typical

1 - DEFROSTER DUCT
2 - COLLAR
3 - FRESH AIR DUCT
4 - HVAC HOUSING
5 - SCREW
6 - FLOOR DUCT
7 - NUT (2)
8 - NUT (5)
INSTALLATION
(1) Install the defroster duct onto the dash panel
studs. Fig. 6 Floor Distribution Duct - LHD Shown, RHD
(2) Install the two push-nuts that secure the Typical
defroster duct on the studs. 1 - DEFROSTER DUCT
(3) Install the instrument panel (Refer to 23 - 2 - COLLAR
3 - FRESH AIR DUCT
BODY/INSTRUMENT PANEL/INSTRUMENT 4 - HVAC HOUSING
PANEL ASSEMBLY - INSTALLATION). 5 - SCREW
6 - FLOOR DUCT
7 - NUT (2)
8 - NUT (5)
FLOOR DI ST RI BU T I ON DU CT
INSTALLATION
REMOVAL (1) Position the floor distribution duct to the bot-
tom of the HVAC housing.
(2) Install the screw that secures the floor distri-
bution duct to the side of the HVAC housing. Tighten
the screw to 2.2 Nm (20 in. lbs.).
(3) Install the three screws that secure the floor
distribution duct to the bottom of the HVAC housing.
Tighten the screws to 2.2 Nm (20 in. lbs.).
(4) Install the instrument panel (Refer to 23 -
BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL ASSEMBLY - INSTALLATION).
INJURY.
H VAC H OU SI N G sary, loosen the battery hold-downs and reposition

the battery for additional access (Refer to 8 - ELEC-
TRICAL/BATTERY SYSTEM/BATTERY -
REMOVAL
REMOVAL).
WARNING: ON VEHICLES EQUIPPED WITH AIR- (9) Remove the cowl plenum drain tube from the
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE HVAC housing mounting stud on the dash panel
ATTEMPTING ANY STEERING WHEEL, STEERING directly behind the engine cylinder head.
COLUMN, OR INSTRUMENT PANEL COMPONENT (10) Remove the instrument panel from the vehicle
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- (Refer to 23 - BODY/INSTRUMENT PANEL/IN-
LATE THE BATTERY NEGATIVE (GROUND) CABLE, STRUMENT PANEL ASSEMBLY - REMOVAL).
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- (11) Remove the floor distribution duct from the
TEM CAPACITOR TO DISCHARGE BEFORE PER- bottom of the HVAC housing (Refer to 24 - HEATING
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS & AIR CONDITIONING/DISTRIBUTION/FLOOR
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG DISTRIBUTION DUCTS - REMOVAL).
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (12) Remove the screw that secures the HVAC
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- housing to the dash panel bracket located on the pas-
BAG DEPLOYMENT AND POSSIBLE PERSONAL senger side of vehicle (Fig. 7).
INJURY. (13) Pull the HVAC housing down far enough to
clear the defroster and fresh air ducts, and rearward
far enough for the mounting studs and the evapora-
NOTE: The HVAC housing must be removed from tor condensate drain tube to clear the dash panel.
the vehicle and the two halves of the housing sep- (14) Remove the HVAC housing from the vehicle.
arated for service access of the heater core, evap-
orator coil, blend door, and each of the various
mode doors.

cable.
(2) If the vehicle is not equipped with air condi-
tioning, go to Step 5. If the vehicle is equipped with
air conditioning, recover the refrigerant from the
refrigerant system (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING - STANDARD PRO-
CEDURE).
(3) Disconnect the liquid refrigerant line fitting
from the evaporator inlet tube (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING/REFRIG-
ERANT LINE COUPLER - REMOVAL). Discard the
O-ring seal and install plugs in, or tape over the
opened liquid refrigerant line fitting and evaporator
Fig. 7 HVAC Housing - LHD Shown, RHD Typical
inlet tube.
(4) Disconnect the accumulator inlet fitting from 1 - DEFROSTER DUCT
2 - COLLAR
the evaporator outlet tube (Refer to 24 - HEATING & 3 - FRESH AIR DUCT
AIR CONDITIONING/PLUMBING/REFRIGERANT 4 - HVAC HOUSING
LINE COUPLER - REMOVAL). Discard the O-ring 5 - SCREW
6 - FLOOR DUCT
seal and install plugs in, or tape over the opened 7 - NUT (2)
accumulator inlet fitting and evaporator outlet tube. 8 - NUT (5)
(5) Drain the engine cooling system (Refer to 7 -
COOLING - STANDARD PROCEDURE). DISASSEMBLY
(6) Disconnect the heater hoses from the heater (1) Remove the HVAC housing from the vehicle
core tubes. Install plugs in, or tape over the opened and place it on a work bench (Refer to 24 - HEAT-
heater core tubes. ING & AIR CONDITIONING/DISTRIBUTION/HVAC
(7) Unplug the HVAC system vacuum supply line HOUSING - REMOVAL).
connector from the tee fitting near the heater core (2) Unplug the vacuum harness connectors from
tubes. the panel/demist door actuator, defrost door actuator,
(8) Remove the five nuts from the HVAC housing floor door actuator and recirculation door actuator (if
mounting studs in the engine compartment. If neces- equipped) (Fig. 8).
H VAC H OU SI N G (Cont inue d)
(3) Disengage the vacuum harness from any rout- (11) Carefully separate the recirculation housing
ing clips located on the lower half of the HVAC hous- and the upper HVAC housing half from the lower
ing. housing.
Fig. 9 HVAC Housing Disassembly - Typical

1 - FOAM SEALS
2 - EVAPORATOR TUBE CLAMP
3 - CLIPS
4 - HEATER CORE TUBES
5 - VACUUM SUPPLY LINE
6 - BLOWER MOTOR
ASSEMBLY
Fig. 8 Defrost, Floor, and Panel/Demist Door
(1) Position the upper HVAC housing to the lower
Vacuum Actuators - Typical
housing. During assembly, be certain of the following:
1 - PANEL/DEMIST DOOR ACTUATOR
2 - DEFROST DOOR ACTUATOR
(a) That each of the mode door pivot shaft ends
3 - FLOOR DOOR ACTUATOR is properly engaged in its pivot hole.
(b) If the unit is equipped with air conditioning,
(4) Disengage the HVAC wire harness connector that the evaporator coil tube rubber seal is prop-
and the blower motor relay wire harness connector erly positioned in the grooves in both the upper
push-in retainers from their mounting holes in the and lower HVAC housing halves.
HVAC housing. (2) Install the screws that secure the upper and
(5) Remove the blower motor from the HVAC hous- lower HVAC housing halves to each other and those
ing (Refer to 24 - HEATING & AIR CONDITION- that hold the recirculation housing to the upper
ING/DISTRIBUTION/BLOWER MOTOR - housing. Tighten the screws to 2.2 Nm (20 in. lbs.).
REMOVAL). (3) Install the two snap clips that help secure the
(6) Pull the vacuum supply line and connector upper and lower HVAC housing halves together.
through the foam seal on the heater core and evapo- (4) Install the foam seals on the heater core and
rator coil tube mounting flange (Fig. 9). evaporator coil tubes and mounting flange of the
(7) Remove the screw that secures the evaporator HVAC housing.
tube clamp and remove the clamp from the evapora- (5) If the unit is equipped with air conditioning,
tor tubes. reinstall the evaporator tube clamp and retaining
(8) Carefully remove the foam seal from the heater screw. Tighten the screw to 2.2 Nm (20 in. lbs.).
core and evaporator coil tubes and mounting flange (6) Insert the vacuum supply line and connector
of the HVAC housing. If the seal is deformed or dam- through the foam seal on the heater core and evapo-
aged, it must be replaced. rator coil tube mounting flange.
(9) Remove the two snap clips that help secure the (7) Install the blower motor (Refer to 24 - HEAT-
upper and lower HVAC housing halves together. ING & AIR CONDITIONING/DISTRIBUTION/
(10) Remove the screws that secure the upper and BLOWER MOTOR - INSTALLATION).
lower HVAC housing halves to each other and those (8) Engage the HVAC wire harness connector and
that hold the recirculation housing to the upper blower motor relay wire harness connector push-in
housing. retainers in the mounting holes of the HVAC hous-
ing.
H VAC H OU SI N G (Cont inue d)
(9) Engage the vacuum harness to the routing new O-ring seal, connect the liquid line to the evap-
clips located on the lower half of the HVAC housing. orator inlet tube (Refer to 24 - HEATING & AIR
(10) Plug in the vacuum harness connectors to the CONDITIONING/PLUMBING/REFRIGERANT LINE
panel/demist door actuator, defrost door actuator, COUPLER - INSTALLATION).
floor door actuator and recirculation door actuator (if (13) Evacuate the refrigerant system (Refer to 24 -
equipped). HEATING & AIR CONDITIONING/PLUMBING -
INSTALLATION (14) Charge the refrigerant system (Refer to 24 -
(1) Position the HVAC housing to the dash panel. HEATING & AIR CONDITIONING/PLUMBING -
Be certain that the evaporator condensate drain tube STANDARD PROCEDURE).
and the housing mounting studs are inserted into (15) Reconnect the battery negative cable.
their correct mounting holes, and that the openings (16) Start the engine and check for proper opera-
on the top of the housing are properly aligned with tion of the heating and air conditioning systems.
the defroster and fresh air ducts.
HVAC housing to the dash panel bracket on the pas- I N ST RU M EN T PAN EL
senger side of the vehicle. Tighten the screw to 3.4 DEM I ST ER DU CT S
Nm (30 in. lbs.).
(3) Install the floor distribution duct to the bottom REMOVAL
of the HVAC housing (Refer to 24 - HEATING & AIR
CONDITIONING/DISTRIBUTION/FLOOR DISTRI- WARNING: ON VEHICLES EQUIPPED WITH AIR-
BUTION DUCTS - INSTALLATION). BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
(4) Install the cowl drain tube onto the HVAC ATTEMPTING ANY STEERING WHEEL, STEERING
housing mounting stud on the dash panel directly COLUMN, OR INSTRUMENT PANEL COMPONENT
behind the engine cylinder head. DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
(5) Install and tighten the five nuts onto the LATE THE BATTERY NEGATIVE (GROUND) CABLE,
HVAC housing mounting studs in the engine com- THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
partment. Tighten the nuts to 6.2 Nm (55 in. lbs.). TEM CAPACITOR TO DISCHARGE BEFORE PER-
(6) Install the instrument panel in the vehicle FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(Refer to 23 - BODY/INSTRUMENT PANEL/IN- IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
STRUMENT PANEL ASSEMBLY - INSTALLA- SYSTEM. FAILURE TO TAKE THE PROPER PRE-
TION). CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(7) If the battery was repositioned during the BAG DEPLOYMENT AND POSSIBLE PERSONAL
removal procedure, position the battery and tighten INJURY.
the hold-downs (Refer to 8 - ELECTRICAL/BAT-
TERY SYSTEM/BATTERY - INSTALLATION). (1) Disconnect and isolate the battery negative
(8) Connect the HVAC system vacuum supply line cable.
connector to the tee fitting near the heater core (2) Remove the glove box from the instrument
tubes. panel to gain access to the passenger side demister
(9) Unplug or remove the tape from the heater hose (Refer to 23 - BODY/INSTRUMENT PANEL/
core tubes and connect the heater hoses to the heater GLOVE BOX - REMOVAL).
core tubes. (3) Remove the knee blocker from the instrument
(10) Fill the engine cooling system (Refer to 24 - panel to gain access to the driver side demister hose
HEATING & AIR CONDITIONING/PLUMBING/ (Refer to 23 - BODY/INSTRUMENT PANEL/KNEE
HEATER CORE - INSTALLATION). BLOCKER - REMOVAL).
(11) If the vehicle is not equipped with air condi- (4) Reach through the glove box opening and/or
tioning, go to Step 15. If the vehicle is equipped with the steering column opening of the instrument panel
air conditioning, unplug or remove the tape from the and disconnect the demister hose(s) from the demis-
accumulator inlet tube fitting and the evaporator ter outlet(s) and the defroster duct (Fig. 10).
outlet tube. Using a new O-ring seal, connect the
accumulator inlet tube fitting to the evaporator out-
let tube (Refer to 24 - HEATING & AIR CONDI-
TIONING/PLUMBING/REFRIGERANT LINE
COUPLER - INSTALLATION).
(12) Unplug or remove the tape from the liquid
line fitting and the evaporator inlet tube. Using a
I N ST RU M EN T PAN EL DEM I ST ER DU CT S (Cont inue d)
I N ST RU M EN T PAN EL DU CT S
REMOVAL
Fig. 10 Instrument Panel Ducts - LHD Shown, RHD
Typical
1 - CENTER PANEL DUCT
2 - DEMISTER HOSE
3 - DEMISTER HOSE SYSTEM. FAILURE TO TAKE THE PROPER PRE-
4 - END PANEL DUCT CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
5 - MAIN PANEL DUCT
6 - END PANEL DUCT
INJURY.
INSTALLATION (1) Remove the instrument panel from the vehicle
(2) Remove the demister hoses from the demister
outlets (Fig. 11).
(3) Remove the two screws that secure the main
panel duct to the instrument panel.
(4) Remove the one screw that secures each end
panel duct and/or the center panel duct to the instru-
ment panel.
(5) Remove the instrument panel ducts as neces-
sary from the instrument panel
INJURY.
(1) Reach through the glove box opening and/or

the steering column opening of the instrument panel
to connect the demister hose(s) to the demister out-
let(s) and the defroster duct.
(2) If removed, install the knee blocker (Refer to
23 - BODY/INSTRUMENT PANEL/KNEE BLOCKER
- INSTALLATION).
(3) If removed, install the glove box (Refer to 23 - Fig. 11 Instrument Panel Ducts - LHD Shown, RHD
BODY/INSTRUMENT PANEL/GLOVE BOX - Typical
INSTALLATION). 1 - CENTER PANEL DUCT
(4) Reconnect the battery negative cable. 2 - DEMISTER HOSE
3 - DEMISTER HOSE
4 - END PANEL DUCT
5 - MAIN PANEL DUCT
6 - END PANEL DUCT
I N ST RU M EN T PAN EL DU CT S (Cont inue d)
INSTALLATION (2) Remove the defrost door actuator (Refer to 24 -

HEATING & AIR CONDITIONING/CONTROLS/
WARNING: ON VEHICLES EQUIPPED WITH AIR- MODE DOOR ACTUATOR - REMOVAL).
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE (3) Disassemble the HVAC housing (Refer to 24 -
ATTEMPTING ANY STEERING WHEEL, STEERING HEATING & AIR CONDITIONING/DISTRIBUTION/
COLUMN, OR INSTRUMENT PANEL COMPONENT HVAC HOUSING - DISASSEMBLY).
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- (4) Remove the defrost door from the HVAC hous-
LATE THE BATTERY NEGATIVE (GROUND) CABLE, ing (Fig. 12).
INJURY.
(1) Position the instrument panel ducts into the

instrument panel.
(2) Install the screw that secures each end panel
duct and/or the center panel duct to the instrument
panel. Tighten the screw to 2.2 Nm (20 in. lbs.).
(3) Install the two screws that secure the main
panel duct to the instrument panel. Tighten the
screws to 2.2 Nm (20 in. lbs.).
(4) Install the demister hoses to the demister out- Fig. 12 Panel/Demist and Defrost Doors - Typical
lets. 1 - PANEL/DEMIST DOOR
(5) Install the instrument panel (Refer to 23 - 2 - UPPER HVAC HOUSING
3 - DEFROST DOOR
BODY/INSTRUMENT PANEL/INSTRUMENT
PANEL ASSEMBLY - INSTALLATION). FLOOR DOOR
M ODE DOOR ATTEMPTING ANY STEERING WHEEL, STEERING
REMOVAL DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
DEFROST DOOR
INJURY.
TEM CAPACITOR TO DISCHARGE BEFORE PER- (1) Remove the HVAC housing (Refer to 24 -
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS HEATING & AIR CONDITIONING/DISTRIBUTION/
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG HVAC HOUSING - REMOVAL).
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (2) Remove the floor door actuator (Refer to 24 -
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- HEATING & AIR CONDITIONING/CONTROLS/
BAG DEPLOYMENT AND POSSIBLE PERSONAL MODE DOOR ACTUATOR - REMOVAL).
INJURY. (3) Disassemble the HVAC housing (Refer to 24 -
(1) Remove the HVAC housing (Refer to 24 -
HVAC HOUSING - DISASSEMBLY).
HVAC HOUSING - REMOVAL).
M ODE DOOR (Cont inue d)
(4) Remove the floor door lever located on the out- (5) Remove the panel door lever located on the out-
side of the lower half of the HVAC housing from the side of the lower half of the HVAC housing from the
floor door pivot shaft. pivot shaft.
(5) Reach inside the lower half of the HVAC hous- (6) Reach inside the lower half of the HVAC hous-
ing and lift out the floor door. ing and lift out the panel/demist door (Fig. 12).
PANEL/DEMIST DOOR INSTALLATION

WARNING: ON VEHICLES EQUIPPED WITH AIR- DEFROST DOOR
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE (1) Position the defrost door inside the lower half
ATTEMPTING ANY STEERING WHEEL, STEERING of the HVAC housing.
COLUMN, OR INSTRUMENT PANEL COMPONENT (2) Assemble the HVAC housing (Refer to 24 -
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- HEATING & AIR CONDITIONING/DISTRIBUTION/
LATE THE BATTERY NEGATIVE (GROUND) CABLE, HVAC HOUSING - ASSEMBLY).
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- (3) Install the defrost door actuator (Refer to 24 -
TEM CAPACITOR TO DISCHARGE BEFORE PER- HEATING & AIR CONDITIONING/CONTROLS/
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS MODE DOOR ACTUATOR - INSTALLATION).
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG (4) Install the HVAC housing (Refer to 24 - HEAT-
SYSTEM. FAILURE TO TAKE THE PROPER PRE- ING & AIR CONDITIONING/DISTRIBUTION/HVAC
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- HOUSING - INSTALLATION).
INJURY. FLOOR DOOR
(1) Position the floor door inside the lower half of
(1) Remove the HVAC housing (Refer to 24 - the HVAC housing.
HEATING & AIR CONDITIONING/DISTRIBUTION/ (2) Install the floor door lever onto the floor door
HVAC HOUSING - REMOVAL). pivot shaft.
(2) Remove the defrost and panel/demist door (3) Assemble the HVAC housing (Refer to 24 -
actuators (Refer to 24 - HEATING & AIR CONDI- HEATING & AIR CONDITIONING/DISTRIBUTION/
TIONING/CONTROLS/MODE DOOR ACTUATOR - HVAC HOUSING - ASSEMBLY).
REMOVAL). (4) Install the floor door actuator (Refer to 24 -
(3) Disassemble the HVAC housing (Refer to 24 - HEATING & AIR CONDITIONING/CONTROLS/
HEATING & AIR CONDITIONING/DISTRIBUTION/ MODE DOOR ACTUATOR - INSTALLATION).
HVAC HOUSING - DISASSEMBLY). (5) Install the HVAC housing (Refer to 24 - HEAT-
(4) Insert a screwdriver into the latch hole (Fig. ING & AIR CONDITIONING/DISTRIBUTION/HVAC
13) of the panel/demist door pivot shaft to release the HOUSING - INSTALLATION).
latch of the panel door lever.
PANEL/DEMIST DOOR
(1) Position the panel/demist door inside the lower
half of the HVAC housing.
(2) Install the panel lever onto the pivot shaft of
the panel door in the lower half of the HVAC hous-
ing.
(3) Assemble the HVAC housing (Refer to 24 -
HVAC HOUSING - ASSEMBLY).
(4) Install the panel/demist and defrost door actua-
tors (Refer to 24 - HEATING & AIR CONDITION-
ING/CONTROLS/MODE DOOR ACTUATOR -
INSTALLATION).
(5) Install the HVAC housing (Refer to 24 - HEAT-
ING & AIR CONDITIONING/DISTRIBUTION/HVAC
HOUSING - INSTALLATION).
Fig. 13 Panel Door Lever - Typical
1 - DOOR PIVOT SHAFT
2 - LATCH HOLE
3 - CRANK ARM LATCH
4 - FLAT BLADE PRY TOOL
RECI RCU LAT I ON AI R DOOR

REMOVAL
INJURY.
NOTE: The recirculation air door is only servicable

by replacing the complete air intake housing
assembly.
TJ PLUMBING 24 - 47
PLU M BI N G
TABLE OF CONTENTS
page page
PLUMBING A/C ORIFICE TUBE

DESCRIPTION .................. . . . . . . 48 DESCRIPTION .......... . . . . . . . . . . . . . . 60
OPERATION ................... . . . . . . 48 OPERATION ........... . . . . . . . . . . . . . . 60
WARNING DIAGNOSIS AND TESTING
ENGINE COOLING SYSTEM ..... . . . . . . 48 A/C ORIFICE TUBE .... . . . . . . . . . . . . . . 60
A/C SYSTEM ................. . . . . . . 48 ACCUMULATOR
CAUTION ...................... . . . . . . 49 DESCRIPTION .......... . . . . . . . . . . . . . . 61
DIAGNOSIS AND TESTING OPERATION ........... . . . . . . . . . . . . . . 61
REFRIGERANT SYSTEM LEAKS .. . . . . . . 49 REMOVAL ............. . . . . . . . . . . . . . . 61
STANDARD PROCEDURE INSTALLATION ......... . . . . . . . . . . . . . . 62
REFRIGERANT SYSTEM SERVICE HEATER CORE
EQUIPMENT . . . . . . . . . . . . . . . . . . . .... . . 50 DESCRIPTION .......... . . . . . . . . . . . . . . 62
REFRIGERANT CHARGE LEVEL TEST . . . 51 OPERATION ........... . . . . . . . . . . . . . . 62
REFRIGERANT SYSTEM RECOVERY .. . . 51 REMOVAL ............. . . . . . . . . . . . . . . 63
REFRIGERANT SYSTEM EVACUATE ... . . 51 INSTALLATION ......... . . . . . . . . . . . . . . 63
REFRIGERANT SYSTEM CHARGE .... . . 53 LIQUID LINE
A/C COMPRESSOR DESCRIPTION .......... . . . . . . . . . . . . . . 63
DESCRIPTION REMOVAL ............. . . . . . . . . . . . . . . 63
A/C COMPRESSOR ............ . . . . . . 53 INSTALLATION ......... . . . . . . . . . . . . . . 64
HIGH PRESSURE RELIEF VALVE . . . . . . . 53 REFRIGERANT
OPERATION DESCRIPTION .......... . . . . . . . . . . . . . . 64
A/C COMPRESSOR ............ . . . . . . 54 OPERATION ........... . . . . . . . . . . . . . . 64
HIGH PRESSURE RELIEF VALVE . . . . . . . 54 REFRIGERANT LINE COUPLER
DIAGNOSIS AND TESTING DESCRIPTION .......... . . . . . . . . . . . . . . 64
A/C COMPRESSOR NOISE ...... . . . . . . 54 OPERATION ........... . . . . . . . . . . . . . . 64
REMOVAL ..................... . . . . . . 55 REMOVAL ............. . . . . . . . . . . . . . . 65
INSTALLATION ................. . . . . . . 55 INSTALLATION ......... . . . . . . . . . . . . . . 65
A/C CONDENSER REFRIGERANT OIL
OPERATION ................... . . . . . . 56 OPERATION ........... . . . . . . . . . . . . . . 66
REMOVAL ..................... . . . . . . 56 STANDARD PROCEDURE
INSTALLATION ................. . . . . . . 57 REFRIGERANT OIL LEVEL . . . . . . . . . . . . . 66
A/C DISCHARGE LINE SERVICE PORT VALVE CORE
REMOVAL ..................... . . . . . . 58 REMOVAL ............. . . . . . . . . . . . . . . 66
INSTALLATION ................. . . . . . . 59 INSTALLATION ......... . . . . . . . . . . . . . . 67
A/C EVAPORATOR SUCTION LINE
OPERATION ................... . . . . . . 59 REMOVAL ............. . . . . . . . . . . . . . . 67
REMOVAL ..................... . . . . . . 60 INSTALLATION ......... . . . . . . . . . . . . . . 68
INSTALLATION ................. . . . . . . 60
24 - 48 PLUMBING TJ
PLU M BI N G A/C SYSTEM
DESCRIPTION WARNING: The A/C system contains refrigerant

under high pressure. Repairs should only be per-
The refrigerant lines and hoses are used to carry
formed by qualified service personnel. Severe per-
the refrigerant between the various A/C system com-
sonal injury or death may result from improper
ponents. A barrier hose design with a nylon tube,
service procedures.
which is sandwiched between rubber layers, is used
Avoid breathing the refrigerant and refrigerant oil
for the R-134a A/C system on this vehicle. This nylon
vapor or mist. Exposure may irritate the eyes, nose,
tube helps to further contain the R-134a refrigerant,
and/or throat. Wear eye protection when servicing
which has a smaller molecular structure than R-12
the air conditioning refrigerant system. Serious eye
refrigerant. The ends of the refrigerant hoses are
injury can result from direct contact with the refrig-
made from lightweight aluminum or steel, and com-
erant. If eye contact occurs, seek medical attention
monly use braze-less fittings.
immediately.
Any kinks or sharp bends in the refrigerant plumb-
ing will reduce the capacity of the entire A/C system. Do not expose the refrigerant to open flame. Poison-
Kinks and sharp bends reduce the flow of refrigerant ous gas is created when refrigerant is burned. An elec-
in the system. A good rule for the flexible hose refrig- tronic leak detector is recommended.
erant lines is to keep the radius of all bends at least If accidental system discharge occurs, ventilate the
ten times the diameter of the hose. In addition, the work area before resuming service. Large amounts of
flexible hose refrigerant lines should be routed so refrigerant released in a closed work area will displace
they are at least 80 millimeters (3 inches) from the the oxygen and cause suffocation and death.
exhaust manifold. The evaporation rate of R-134a refrigerant at average
temperature and altitude is extremely high. As a result,
anything that comes in contact with the refrigerant will
OPERATION
freeze. Always protect the skin or delicate objects
High pressures are produced in the refrigerant sys-
from direct contact with the refrigerant.
tem when the A/C compressor is operating. Extreme
The R-134a service equipment or the vehicle refriger-
care must be exercised to make sure that each of the
ant system should not be pressure tested or leak
refrigerant system connections is pressure-tight and
tested with compressed air. Some mixtures of air and
leak free. It is a good practice to inspect all flexible
R-134a have been shown to be combustible at ele-
hose refrigerant lines at least once a year to make
vated pressures. These mixtures are potentially dan-
sure they are in good condition and properly routed.
gerous, and may result in fire or explosion causing
The refrigerant lines and hoses cannot be repaired
property damage, personal injury or death.
and, if faulty or damaged, they must be replaced.
WARN I N G
ENGINE COOLING SYSTEM
WARNING: The engine cooling system is designed
to develop internal pressures of 97 to 123 kilopas-
cals (14 to 18 pounds per square inch). Do not
remove or loosen the coolant pressure cap, cylin-
der block drain plugs, radiator drain, radiator
hoses, heater hoses, or hose clamps while the
engine cooling system is hot and under pressure.
Allow the vehicle to cool for a minimum of 15 min-
utes before opening the cooling system for service.
Failure to observe this warning can result in seri-
ous burns from the heated engine coolant.
TJ PLUMBING 24 - 49
PLU M BI N G (Cont inue d)
CAUTION systems found to be contaminated with A/C system

sealers, A/C stop-leak products or seal conditioners
CAUTION: Liquid refrigerant is corrosive to metal voids the warranty for the A/C system.
surfaces. Follow the operating instructions supplied
with the service equipment being used.
Never add R-12 to a refrigerant system designed to DI AGN OSI S AN D T EST I N G
use R-134a and do not use R-12 equipment or parts
on the R-134a system. They are not compatible and REFRIGERANT SYSTEM LEAKS
damage to the refrigerant system will result.
WARNING: R-134a SERVICE EQUIPMENT OR VEHI-
Do not overcharge the refrigerant system. Over-
CLE A/C SYSTEM SHOULD NOT BE PRESSURE
charging will cause excessive compressor head
TESTED OR LEAK TESTED WITH COMPRESSED
pressure and can cause noise and system failure.
AIR. MIXTURE OF AIR and R-134a CAN BE COM-
Recover the refrigerant before removing any sec-
BUSTIBLE AT ELEVATED PRESSURES. THESE MIX-
ondary retaining clips, if equipped. Recover the
TURES ARE POTENTIALLY DANGEROUS AND MAY
refrigerant before opening any fitting or connection.
RESULT IN FIRE OR EXPLOSION CAUSING INJURY
Before disconnecting a refrigerant line or hose,
OR PROPERTY DAMAGE.
clean the outside of the fittings thoroughly to pre-
AVOID BREATHING A/C REFRIGERANT AND LUBRI-
vent contamination from entering the refrigerant
CANT VAPOR OR MIST. EXPOSURE MAY IRRITATE
system. Open the fittings with caution, even after
EYES, NOSE AND THROAT. USE ONLY APPROVED
the system has been discharged.
SERVICE EQUIPMENT MEETING SAE REQUIRE-
Do not open the refrigerant system or uncap a
MENTS TO DISCHARGE R-134a SYSTEM. IF ACCI-
replacement component until you are ready to ser-
DENTAL SYSTEM DISCHARGE OCCURS,
vice the system. This will prevent contamination in
VENTILATE WORK AREA BEFORE RESUMING SER-
the system. Immediately after disconnecting a com-
VICE.
ponent from the refrigerant system, seal the open
fittings with a cap or plug. If the A/C system is not cooling properly, determine
The internal parts of the A/C system will remain sta- if the refrigerant system is fully charged with
ble as long as moisture-free refrigerant and refrig- R-134a. This is accomplished by performing a system
erant oil is used. Abnormal amounts of dirt, Charge Level-Check or Fill. If while performing this
moisture or air can upset the chemical stability. test A/C liquid line pressure is less than 345 kPa (50
This may cause operational troubles or even seri- psi) proceed to System Empty procedure. If liquid
ous damage if present in more than very small line pressure is greater than 345 kPa (50 psi) proceed
quantities. to System Low procedure. If the refrigerant system is
Refrigerant oil will absorb moisture from the atmo- empty or low in refrigerant charge, a leak at any line
sphere if left uncapped. Do not open a container of fitting or component seal is likely. A review of the fit-
refrigerant oil until you are ready to use it. Replace tings, lines and components for oily residue is an
the cap on the oil container immediately after using. indication of the leak location. To detect a leak in the
Store refrigerant oil only in a clean, airtight, and refrigerant system, perform one of the following pro-
moisture-free container. cedures as indicated by the symptoms.
All tools, including the refrigerant dispensing mani-
fold, manifold gauge set and test hoses should be SYSTEM EMPTY
kept clean and dry. Keep the work area clean. Con- (1) Evacuate the refrigerant system to the lowest
tamination of the refrigerant system must be degree of vacuum possible (approximately 28 in Hg.).
avoided to ensure proper A/C system operation. Determine if the system holds a vacuum for 15 min-
utes. If vacuum is held, a leak is probably not
CAUTION: The use of A/C system sealers may present. If system will not maintain vacuum level,
result in damage to A/C refrigerant recovery/evacu- proceed to Step 2.
ation/recharging equipment and/or A/C systems. (2) Prepare a 0.284 Kg. (10 oz.) refrigerant charge
Many federal, state/provincial and local regulations to be injected into the refrigerant system.
prohibit the recharge of A/C systems with known (3) Connect and dispense 0.284 Kg. (10 oz.) of
leaks. DaimlerChrysler recommends the detection refrigerant into the evacuated refrigerant system.
of A/C system leaks through the use of approved (4) Proceed to Step 2 of System Low procedure.
leak detectors and fluorescent leak detection dyes.
Vehicles found with A/C system sealers should be SYSTEM LOW
treated as contaminated and replacement of the (1) Determine if there is any R-134a refrigerant in
entire A/C refrigerant system is recommended. A/C the system.
24 - 50 PLUMBING TJ
(2) Position the vehicle in a wind free work area.
This will aid in detecting small leaks.
(3) Bring the refrigerant system up to operating
temperature and pressure. This is done by allowing
the engine to run for five minutes with the A/C sys-
tem set to the following:
Transmission in Park or Neutral with parking
brake set
Engine idling
Mode control set to the outside air position
Blower control set to the high speed position
A/C set to the ON position
All windows open
CAUTION: A leak detector only designed for R-12

refrigerant will not detect leaks in a R-134a refriger-
ant system. Fig. 1 Refrigerant Recovery/Recycling Station -
Typical
(4) Shut the vehicle Off and wait 2-7 minutes. 1 - R-134a REFRIGERANT STATION
Then use an electronic leak detector that is designed
to detect R-134a refrigerant and search for leaks. Fit- A manifold gauge set may be needed with some
tings, lines or components that appear to be oily usu- recovery/recycling/charging equipment (Fig. 2). The
ally indicate a refrigerant leak. To inspect the A/C service hoses on the gauge set being used should
evaporator for leaks, insert the leak detector probe have manual (turn wheel), or automatic back-flow
into the drain tube opening or an air outlet. A dye for valves at the service port connector ends. This will
R-134a is available to aid in leak detection. Use only prevent refrigerant from being released into the
DaimlerChrysler approved refrigerant dye. atmosphere.

REFRIGERANT SYSTEM SERVICE EQUIPMENT
WARNING: EYE PROTECTION MUST BE WORN
WHEN SERVICING AN AIR CONDITIONING REFRIG-
ERANT SYSTEM. TURN OFF (ROTATE CLOCKWISE)
ALL VALVES ON THE EQUIPMENT BEING USED
BEFORE CONNECTING TO, OR DISCONNECTING
FROM THE REFRIGERANT SYSTEM. FAILURE TO
OBSERVE THESE WARNINGS MAY RESULT IN PER-
SONAL INJURY.
WARNING: REVIEW THE WARNINGS AND CAU-

TIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING -
WARNING) and (Refer to 24 - HEATING & AIR CON-
DITIONING/PLUMBING - CAUTION).
When servicing the air conditioning system, a Fig. 2 Manifold Gauge Set - Typical
R-134a refrigerant recovery/recycling/charging sta- 1 - HIGH PRESSURE GAUGE
tion that meets SAE Standard J2210 must be used 2 - VALVE
(Fig. 1). Contact an automotive service equipment 3 - VACUUM/REFRIGERANT HOSE (YELLOW W/BLACK STRIPE)
4 - HIGH PRESSURE HOSE (RED W/BLACK STRIPE)
supplier for refrigerant recovery/recycling/charging 5 - LOW PRESSURE HOSE (BLUE W/BLACK STRIPE)
equipment. Refer to the operating instructions sup- 6 - VALVE
plied by the equipment manufacturer for proper care 7 - LOW PRESSURE GAUGE
and use of this equipment.
TJ PLUMBING 24 - 51
MANIFOLD GAUGE SET CONNECTIONS (2) Attach a clamp-on thermocouple to the liquid
line near the evaporator.
CAUTION: Do not use an R-12 manifold gauge set (3) The vehicle must be in the following modes:
on an R-134a system. The refrigerants are not com- Automatic transmission in park or manual
patible and system damage will result. transmission in neutral.
Engine at idle
LOW PRESSURE GAUGE HOSE The low pressure A/C mode control set to outside air
hose (Blue with Black stripe) attaches to the suction A/C mode control set to panel mode
service port. This port is located on the liquid line A/C temperature control set to full cool
near the evaporator inlet tube at the rear of the Blower motor control set on highest speed
engine compartment. Vehicle windows closed
HIGH PRESSURE GAUGE HOSE The high pres- (4) Operate the A/C system for at least two min-
sure hose (Red with Black stripe) attaches to the dis- utes to allow the system to stabilize.
charge service port. This port is located on the (5) Observe liquid line pressure and temperature.
manifold directly over the discharge port of the com- Using the Charge Determination Chart (Fig. 3) deter-
pressor. mine where the system is currently operating. If the
RECOVERY/RECYCLING/EVACUATION/CHARG- system is not in the proper range, reclaim all the
ING HOSE The center manifold hose (Yellow, or refrigerant and recharge per A/C label.
White, with Black stripe) is used to recover, evacu-
ate, and charge the refrigerant system. When the low REFRIGERANT SYSTEM RECOVERY
or high pressure valves on the manifold gauge set
are opened, the refrigerant in the system will escape WARNING: (Refer to 24 - HEATING & AIR CONDI-
through this hose. TIONING - WARNING) AND (Refer to 24 - HEATING
& AIR CONDITIONING - CAUTION) BEFORE PER-
REFRIGERANT CHARGE LEVEL TEST FORMING THIS OPERATION.
WARNING: AVOID BREATHING A/C REFRIGERANT A R-134a refrigerant recovery/recycling/charging

AND LUBRICANT VAPOR OR MIST. EXPOSURE station that meets SAE Standard J2210 must be
MAY IRRITATE EYES, NOSE AND THROAT. USE used to recover the refrigerant from an R-134a refrig-
ONLY APPROVED SERVICE EQUIPMENT MEETING erant system. Refer to the operating instructions sup-
SAE REQUIREMENTS TO DISCHARGE R-134a SYS- plied by the equipment manufacturer for the proper
TEM. IF ACCIDENTAL SYSTEM DISCHARGE care and use of this equipment.
OCCURS, VENTILATE WORK AREA BEFORE
RESUMING SERVICE. REFRIGERANT SYSTEM EVACUATE
R-134a SERVICE EQUIPMENT OR VEHICLE A/C
SYSTEM SHOULD NOT BE PRESSURE TESTED OR NOTE: Special effort must be used to prevent mois-
LEAK TESTED WITH COMPRESSED AIR. MIXTURE ture from entering the A/C system oil. Moisture in
OF AIR and R-134a CAN BE COMBUSTIBLE AT ELE- the oil is very difficult to remove and will cause a
VATED PRESSURES. THESE MIXTURES ARE reliability problem with the compressor.
POTENTIALLY DANGEROUS AND MAY RESULT IN
FIRE OR EXPLOSION CAUSING INJURY OR PROP- If a compressor designed to use R-134a refrigerant
ERTY DAMAGE. is left open to the atmosphere for an extended period
of time. It is recommended that the refrigerant oil be
drained and replaced with new oil or a new compres-
NOTE: Refer to the underhood HVAC specification sor be used. This will eliminate the possibility of con-
tag for the proper charge level. taminating the refrigerant system.
The procedure below should be used to check the

refrigerant charge level in the air conditioning sys-
tem.
It is recommended to use a manifold gauge set or
reclaim/recycle equipment.
(1) Use a manifold gauge set and check the liquid
line pressure.
24 - 52 PLUMBING TJ
Fig. 3 Charge Determination Chart

If the refrigerant system has been open to the (3) Open the suction and discharge valves and
atmosphere, it must be evacuated before the system start the vacuum pump. The vacuum pump should
can be filled. Moisture and air mixed with the refrig- run a minimum of 45 minutes prior to charge to
erant will raise the compressor head pressure above eliminate all moisture in system. When the suction
acceptable operating levels. This will reduce the per- gauge reads -88 kPa (- 26 in. Hg) vacuum or greater
formance of the air conditioner and damage the com- for 30 minutes, close all valves and turn off vacuum
pressor. Moisture will boil at near room temperature pump. If the system fails to reach specified vacuum,
when exposed to vacuum. To evacuate the refrigerant the refrigerant system likely has a leak that must be
system: corrected. If the refrigerant system maintains speci-
fied vacuum for at least 30 minutes, start the vac-
NOTE: When connecting the service equipment uum pump, open the suction and discharge valves.
coupling to the line fitting, verify that the valve of Then allow the system to evacuate an additional 10
the coupling is fully closed. This will reduce the minutes.
amount of effort required to make the connection. (4) Close all valves. Turn off and disconnect the
vacuum pump.
(1) Recover the refrigerant system (Refer to 24 - (5) Charge the refrigerant system (Refer to 24 -
HEATING & AIR CONDITIONING/PLUMBING - HEATING & AIR CONDITIONING/PLUMBING -
STANDARD PROCEDURE). STANDARD PROCEDURE).
(2) Connect a suitable charging station, refrigerant
recovery machine or a manifold gauge set with vac-
uum pump and refrigerant recovery equipment.
TJ PLUMBING 24 - 53
REFRIGERANT SYSTEM CHARGE (2) Measure refrigerant (refer to capacities). Refer

to the instructions provided with the equipment
WARNING: REVIEW SAFETY PRECAUTIONS AND being used.
WARNINGS IN THIS GROUP BEFORE CHARGING (3) Verify engine is shut off. Open the suction and
THE REFRIGERANT SYSTEM. discharge valves. Open the charge valve to allow the
AVOID BREATHING A/C REFRIGERANT AND LUBRI- refrigerant to flow into the system. When the trans-
CANT VAPOR OR MIST. EXPOSURE MAY IRRITATE fer of refrigerant has stopped, close the suction and
EYES, NOSE AND THROAT. USE ONLY APPROVED discharge valve.
SERVICE EQUIPMENT MEETING SAE REQUIRE- (4) If all of the charge did not transfer from the
MENTS TO DISCHARGE R-134a SYSTEM. IF ACCI- dispensing device, put vehicle controls into the fol-
DENTAL SYSTEM DISCHARGE OCCURS, lowing mode:
VENTILATE WORK AREA BEFORE RESUMING SER- Automatic transmission in park or manual
VICE. transmission in neutral
R-134a SERVICE EQUIPMENT OR VEHICLE A/C Engine at idle
SYSTEM SHOULD NOT BE PRESSURE TESTED OR A/C mode control set to outside air
LEAK TESTED WITH COMPRESSED AIR. MIXTURE A/C mode control set to panel mode
OF AIR and R-134a CAN BE COMBUSTIBLE AT ELE- A/C temperature control set to full cool
VATED PRESSURES. THESE MIXTURES ARE Blower motor control set on highest speed
POTENTIALLY DANGEROUS AND MAY RESULT IN Vehicle windows closed
FIRE OR EXPLOSION CAUSING INJURY OR PROP- If the A/C compressor does not engage, test the
ERTY DAMAGE. compressor clutch control circuit and correct any fail-
ure (Refer to 8 - ELECTRICAL/WIRING DIAGRAM
INFORMATION - DIAGNOSIS AND TESTING).
CAUTION: A small amount of refrigerant oil is (5) Open the suction valve to allow the remaining
removed from the A/C system each time the refrig- refrigerant to transfer to the system.
erant system is recovered and evacuated. Before
charging the A/C system, you MUST replenish any WARNING: TAKE CARE NOT TO OPEN THE DIS-
oil lost during the recovery process. Refer the CHARGE (HIGH-PRESSURE) VALVE AT THIS TIME.
equipment manufacturer instructions for more infor-
mation. (6) Close all valves and test the A/C system perfor-
mance.
(7) Disconnect the charging station or manifold
CAUTION: Do not overcharge refrigerant system, as gauge set. Install the service port caps.
excessive compressor head pressure can cause
noise and system failure.
A/C COM PRESSOR
After the system has been tested for leaks and
evacuated, a refrigerant (R-134a) charge can be
injected into the system. DESCRI PT I ON
NOTE: When connecting the service equipment A/C COMPRESSOR
coupling to the line fitting, verify that the valve of The A/C system uses a Denso 10PA17 seven cylinder,
the coupling is fully closed. This will reduce the reciprocating wobble plate-type A/C compressor on all
amount of effort required to make the connection. models. This A/C compressor has a fixed displacement of
150 cubic centimeters (9.375 cubic inches), and has both
The procedure below should be used to fill the
the suction and discharge ports located on the cylinder
refrigerant charge in the air conditioning system.
head. A label identifying the use of R-134a refrigerant is
This A/C system does not have or use a sight glass to
located on the A/C compressor.
check or charge the system.
(1) If using a separate vacuum pump close all
valves before disconnecting pump. Connect manifold
HIGH PRESSURE RELIEF VALVE
A high pressure relief valve is located on the com-
gauge set to the A/C service ports.
pressor manifold. This mechanical valve is designed
NOTE: Always refer to the underhood HVAC Speci- to vent refrigerant from the A/C system to protect
fication label for the refrigerant fill level of the vehi- against damage to the A/C compressor and other A/C
cle being serviced. system components, caused by a restriction in air
flow through the A/C condenser or, an overcharge of
refrigerant.
24 - 54 PLUMBING TJ
A/C COM PRESSOR (Cont inue d)
OPERAT I ON noise when the compressor clutch is engaged, which

may not occur when the compressor clutch is disen-
A/C COMPRESSOR gaged. Check the serpentine drive belt condition and
The A/C compressor is driven by the engine tension (Refer to 7 - COOLING/ACCESSORY DRIVE/
through an electric clutch, drive pulley and belt DRIVE BELTS - DIAGNOSIS AND TESTING) before
arrangement. The A/C compressor is lubricated by beginning this procedure.
refrigerant oil that is circulated throughout the (1) Select a quiet area for testing. Duplicate the
refrigerant system with the refrigerant. complaint conditions as much as possible. Switch the
The A/C compressor draws in low-pressure refrig- compressor on and off several times to clearly iden-
erant vapor from the A/C evaporator through its suc- tify the compressor noise. Listen to the compressor
tion port. It then compresses the refrigerant into a while the clutch is engaged and disengaged. Probe
high-pressure, high-temperature refrigerant vapor. the compressor with an engine stethoscope or a long
The A/C compressor pumps the high-pressure refrig- screwdriver with the handle held to your ear to bet-
erant vapor to the A/C condenser through the com- ter localize the source of the noise.
pressor discharge port. (2) Loosen all of the compressor mounting hard-
The A/C compressor cannot be repaired. If faulty or ware and retighten. Tighten the compressor clutch
damaged, the entire compressor assembly must be mounting nut. Be certain that the clutch coil is
replaced. The compressor clutch, pulley and clutch mounted securely to the compressor, and that the
coil are available for service. clutch plate and pulley are properly aligned and have
the correct air gap(Refer to 24 - HEATING & AIR
HIGH PRESSURE RELIEF VALVE CONDITIONING/CONTROLS/A/C COMPRESSOR
The high pressure relief valve vents the A/C sys- CLUTCH - INSTALLATION).
tem when a discharge pressure of 3445 to 4135 kPa (3) To duplicate a high-ambient temperature condi-
(500 to 600 psi) or above is reached. The high pres- tion (high head pressure), restrict the air flow
sure relief valve closes when a minimum discharge through the condenser. Install a manifold gauge set
pressure of 2756 kPa (400 psi) is reached. to be certain that the discharge pressure does not
The high pressure relief valve vents only enough exceed 2760 kPa (400 psi).
refrigerant to reduce the A/C system pressure, and (4) Check the refrigerant system plumbing for
then re-seats itself. The majority of the refrigerant is incorrect routing, rubbing or interference, which can
conserved in the A/C system. If the valve vents cause unusual noises. Also check the refrigerant lines
refrigerant, it does not mean that the valve is faulty. for kinks or sharp bends that will restrict refrigerant
The high pressure relief valve is factory-calibrated. flow, which can cause noises (Refer to 24 - HEATING
The high pressure relief valve cannot be adjusted or & AIR CONDITIONING/PLUMBING - STANDARD
repaired, and must not be removed or otherwise dis- PROCEDURE).
turbed. The high pressure relief valve is only ser- (5) If the noise is from opening and closing of the
viced as a part of the A/C compressor. high pressure relief valve, reclaim, evacuate and
recharge the refrigerant system (Refer to 24 - HEAT-
ING & AIR CONDITIONING/PLUMBING - STAN-
DI AGN OSI S AN D T EST I N G DARD PROCEDURE) and (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING - STANDARD
A/C COMPRESSOR NOISE PROCEDURE) and (Refer to 24 - HEATING & AIR
When investigating an air conditioning related CONDITIONING/PLUMBING - STANDARD PRO-
noise, you must first know the conditions under CEDURE). If the high pressure relief valve still does
which the noise occurs. These conditions include: not seat properly, replace the compressor (Refer to 24
weather, vehicle speed, transmission in gear or neu- - HEATING & AIR CONDITIONING/PLUMBING/
tral, engine speed, engine temperature, and any A/C COMPRESSOR - REMOVAL).
other special conditions. Noises that develop during (6) If the noise is from liquid slugging on the suction
air conditioning operation can often be misleading. line, replace the accumulator (Refer to 24 - HEATING &
For example: What sounds like a failed front bearing AIR CONDITIONING/PLUMBING/ACCUMULATOR -
or connecting rod, may be caused by loose bolts, nuts, REMOVAL) and check the refrigerant oil level and the
mounting brackets, or a loose compressor clutch refrigerant system charge (Refer to 24 - HEATING &
assembly. AIR CONDITIONING/PLUMBING/REFRIGERANT
Drive belts are speed sensitive. At different engine OIL - STANDARD PROCEDURE).
speeds and depending upon belt tension, belts can (7) If the liquid slugging condition continues fol-
develop noises that are mistaken for a compressor lowing accumulator replacement, replace the com-
noise. Improper belt tension can cause a misleading pressor and repeat Step 1.
TJ PLUMBING 24 - 55
REMOVAL (6) Remove the bolts and nuts that secure the com-
pressor and brackets (Fig. 5) or (Fig. 6).
(1) Recover the refrigerant from the refrigerant

system (Refer to 24 - HEATING & AIR CONDITION-
ING/PLUMBING - STANDARD PROCEDURE).
cable.
(3) Remove the serpentine drive belt (Refer to 7 -
REMOVAL) or (Refer to 7 - COOLING/ACCESSORY
DRIVE/DRIVE BELTS - REMOVAL) 4.0L.
(4) Disconnect the compressor clutch coil wire har-
ness connector.
(5) Depending on the engine usage, remove the
bolts or nuts that secure the suction and discharge
line fittings to the compressor. Install plugs in, or
tape over all of the opened refrigerant line fittings
and compressor ports (Fig. 4).
Fig. 5 A/C Compressor - 2.4L Engine
1 - A/C CLUTCH WIRE HARNESS CONNECTOR
2 - LOWER COMPRESSOR MOUNTING BOLTS (2)
3 - A/C COMPRESSOR AND CLUTCH ASSEMBLY
4 - UPPER COMPRESSOR MOUNTING BOLTS (2)
(7) Remove the A/C compressor from the engine

compartment.
INSTALLATION
NOTE: If a replacement compressor is being
installed, be certain to check the refrigerant oil
level. See Refrigerant Oil Level in this group for the
procedures. Use only refrigerant oil of the type rec-
ommended for the compressor in the vehicle.
(1) Position the A/C compressor into the engine

compartment.
(2) Install the bolts that secure the compressor.
Tighten the 4.0L bolts fastening the compressor
to the cylinder block to 45-65 Nm (35-50 ft. lbs.).
Tighten the 4.0L bolts fastening the rear brace
Fig. 4 Compressor and Lines 2.4L Shown, 4.0L to the compressor and cylinder block to 40-55 Nm
Typical (30-40 ft. lbs.).
1 - UPPER COMPRESSOR MOUNTING BOLTS (2) Tighten the 2.4L bolts fastening the compressor
2 - DISCHARGE LINE NUT to the cylinder block to 28 Nm (21 ft. lbs.).
3 - SUCTION LINE NUT
4 - DISCHARGE LINE
(3) Remove the tape or plugs from the opened
5 - A/C COMPRESSOR CLUTCH refrigerant line fittings and compressor ports.
6 - A/C HIGH PRESSURE SWITCH
7 - A/C COMPRESSOR
8 - SUCTION LINE
9 - LOWER COMPRESSOR MOUNTING BOLTS (2)
24 - 56 PLUMBING TJ
A/C CON DEN SER

DESCRIPTION
The A/C condenser is located in the air flow in
front of the radiator. The A/C condenser is a heat
exchanger that allows the high-pressure refrigerant
gas being discharged by the A/C compressor to give
up its heat to the air passing over the condenser fins.
OPERATION
When the refrigerant gas gives up its heat, it con-
denses. When the refrigerant leaves the condenser, it
has become a high-pressure liquid refrigerant. The
volume of air flowing over the condenser fins is crit-
ical to the proper cooling performance of the air con-
ditioning system. Therefore, it is important that
there are no objects placed in front of the radiator
grille openings in the front of the vehicle or foreign
material on the condenser fins that might obstruct
proper air flow. Also, any factory-installed air seals or
shrouds must be properly reinstalled following radia-
Fig. 6 A/C Compressor and Brackets - 4.0L Engine
tor or condenser service.
1 - A/C COMPRESSOR
2 - A/C COMPRESSOR MOUNTING NUT
The condenser cannot be repaired and, if faulty or
3 - A/C COMPRESSOR UPPER MOUNTING BRACKET damaged, it must be replaced.
4 - ENGINE BLOCK LOWER MOUNTING POINT
5 - A/C COMPRESSOR LOWER BRACKET MOUNTING BOLT
6 - A/C COMPRESSOR LOWER MOUNTING BRACKET
REMOVAL
7 - LOWER BRACKET TO ENGINE BLOCK BOLT
8 - A/C COMPRESSOR UPPER BRACKET MOUNTING BOLT WARNING: Review the warnings and cautions in the
9 - A/C COMPRESSOR LOWER MOUNTING POINT front of this section before performing the following
10 - A/C COMPRESSOR TO BLOCK BOLT
operation (Refer to 24 - HEATING & AIR CONDI-
(4) Lubricate new rubber O-ring seals with clean TIONING/PLUMBING - WARNING) and (Refer to 24 -
refrigerant oil and install them on the discharge and HEATING & AIR CONDITIONING/PLUMBING - CAU-
liquid line fittings. Use only the specified O-rings as TION).
they are made of a special material for the R-134a
system. Use only refrigerant oil of the type recom- CAUTION: Before removing the A/C condenser, note
mended for the A/C compressor in the vehicle. the location of each of the radiator/condenser air
(5) Install the suction line and discharge line fit- seals. These air seals are used to direct air through
tings onto the compressor. the A/C condenser and radiator. The air seals must
(6) Install the bolts or nuts (depending on engine be reinstalled in their proper locations in order for
application) that secure the suction and discharge the A/C and engine cooling systems to perform as
line fittings to the compressor. Tighten the bolts or designed.
nuts to 25.4 Nm (20 ft. lbs.).
(7) Connect the wire harness connector to the com- (1) Disconnect and isolate the negative battery
pressor clutch coil. cable.
(8) Install the serpentine drive belt (Refer to 7 - (2) Recover the refrigerant from the refrigerant
COOLING/ACCESSORY DRIVE/DRIVE BELTS - system (Refer to 24 - HEATING & AIR CONDITION-
INSTALLATION) or (Refer to 7 - COOLING/ACCES- ING/PLUMBING - STANDARD PROCEDURE -
SORY DRIVE/DRIVE BELTS - INSTALLATION) REFRIGERANT SYSTEM RECOVERY).
4.0L. (3) Partially drain the engine cooling system(Refer
(9) Reconnect the battery negative cable. to 7 - COOLING - STANDARD PROCEDURE -
(10) Evacuate the refrigerant system (Refer to 24 - COOLING SYSTEM DRAINING).
HEATING & AIR CONDITIONING/PLUMBING - (4) Remove the cooling recovery container (Refer to
STANDARD PROCEDURE). 7 - COOLING/ENGINE/COOLANT RECOVERY
(11) Charge the refrigerant system (Refer to 24 - CONTAINER - REMOVAL.
HEATING & AIR CONDITIONING/PLUMBING -
TJ PLUMBING 24 - 57
A/C CON DEN SER (Cont inue d)
(5) Disconnect the upper radiator hose from the (4) Raise and support the vehicle.
radiator and position the hose out of the way (Refer (5) Position the lower condenser/radiator air seal
to 7 - COOLING - OPERATION - HOSE CLAMPS). out of the way and install the two bolts that secure
(6) Remove the radiator cooling fan and fan shroud the lower condenser mounting bracket to the bottom
(Refer to 7 - COOLING/ENGINE/FAN DRIVE VIS- of the grille panel. Tighten the bolts to 2.2 Nm (20
COUS CLUTCH - REMOVAL). in. lbs.).
(7) Raise and support the vehicle. (6) Lower the vehicle.
(8) Position the lower condenser/radiator air seal (7) Remove the tape or plugs from the discharge
out of the way and remove the two bolts that secure and liquid line fittings and the condenser ports.
the lower condenser mounting bracket to the bottom (8) Lubricate new rubber O-ring seals with clean
of the grille panel. refrigerant oil and install them onto the discharge
(9) Lower the vehicle. and liquid line fittings. Use only the specified O-rings
(10) If equipped, remove the upper condenser/radi- as they are made of a special material for the R-134a
ator air seal (Fig. 7). system. Use only refrigerant oil of the type recom-
(11) Remove the nuts that secure the discharge mended for the A/C compressor in the vehicle.
and liquid lines to the condenser tapping block. (9) Install the discharge and liquid lines onto the
(12) Disconnect the discharge and liquid lines from condenser tapping block.
the condenser tapping block and remove and discard (10) Install the nuts that secures the discharge
the O-ring seals. and liquid line fittings to the condenser tapping
(13) Install plugs in, or tape over the opened block. Tighten the nuts to 12 Nm (105 in. lbs.).
refrigerant line fittings and the condenser ports. (11) If equipped, install the upper condenser/radia-
(14) Remove the two bolts that secure the upper tor air seal.
condenser mounting brackets to the top of the grille (12) Install the radiator cooling fan and fan shroud
panel. (Refer to 7 - COOLING/ENGINE/FAN DRIVE VIS-
(15) Remove the three bolts on each side of the COUS CLUTCH - INSTALLATION).
radiator that secure the radiator mounting brackets (13) Connect the upper radiator hose to the radia-
to the grille panel. tor and install the hose clamp (Refer to 7 - COOL-
(16) Tilt the radiator back towards the engine. Use ING - OPERATION - HOSE CLAMPS).
care to prevent damaging the radiator fins. (14) Install the coolant recovery container (Refer to
(17) Carefully remove the A/C condenser from the 7 - COOLING/ENGINE/COOLANT RECOVERY
engine compartment. CONTAINER - INSTALLATION).
INSTALLATION (16) Fill the engine cooling system (Refer to 7 -
COOLING - STANDARD PROCEDURE - COOLING
NOTE: If the A/C condenser is being replaced, add SYSTEM REFILLING)
22 milliliters (0.75 fluid ounce) of refrigerant oil to (17) Evacuate the refrigerant system (Refer to 24 -
the refrigerant system. Use only refrigerant oil of HEATING & AIR CONDITIONING/PLUMBING -
the type recommended for the A/C compressor in STANDARD PROCEDURE - REFRIGERANT SYS-
the vehicle. TEM EVACUATE).
(18) Charge the refrigerant system (Refer to 24 -
(1) Carefully position the A/C condenser into the HEATING & AIR CONDITIONING/PLUMBING -
engine compartment. STANDARD PROCEDURE - REFRIGERANT SYS-
(2) Install the two bolts that secure the upper con- TEM CHARGE).
denser mounting brackets to the top of the grille
panel. Tighten the bolts to 2.2 Nm (20 in. lbs.).
(3) Align the radiator mounting brackets to the
grille panel and install the six bolts that secure the
radiator to the grille panel. Tighten the bolts to 8
Nm (72 in. lbs.).
24 - 58 PLUMBING TJ
A/C CON DEN SER (Cont inue d)
Fig. 7 A/C Condenser

1 - PUSH-PIN RETAINER 8 - CONDENSER TAPPING BLOCK
2 - UPPER AIR SEAL 9 - A/C CONDENSER
3 - GRILLE PANEL 10 - REFRIGERANT LINE FITTING
4 - AIR SEAL 11 - LIQUID LINE
5 - FRAME RAIL 12 - SERVICE PORT
6 - PUSH-PIN RETAINER 13 - BOLTS
7 - LOWER AIR SEAL 14 - AIR SEAL
A/C DI SCH ARGE LI N E WARNING) and (Refer to 24 - HEATING & AIR CON-
DESCRIPTION
cable.
The A/C discharge line is the refrigerant line that
goes from the A/C compressor to the A/C condenser.
The discharge line has no serviceable parts except
ING/PLUMBING - STANDARD PROCEDURE -
the rubber O-rings. The discharge line cannot be
REFRIGERANT RECOVERY).
repaired and, if found to be leaking or damaged, it
(3) On vehicles equipped with the 4.0L engine,
must be replaced.
remove the bolt that secures the refrigerant line sup-
port bracket to the top of the engine and remove the
REMOVAL discharge line from the bracket (Fig. 8).
WARNING: REVIEW THE WARNINGS AND CAU- (4) Remove the bolt that secures the discharge line
TIONS IN THE FRONT OF THIS SECTION BEFORE fitting to the top of the compressor.
PERFORMING THE FOLLOWING OPERATION (Refer (5) Disconnect the discharge line fitting from the
to 24 - HEATING & AIR CONDITIONING/PLUMBING - compressor discharge port.
TJ PLUMBING 24 - 59
A/C DI SCH ARGE LI N E (Cont inue d)
(6) Remove the seal from the discharge line fitting (6) Remove the tape or plugs from the compressor
and discard. discharge port and the discharge line fitting.
(7) Install plug in, or tape over the opened dis- (7) Lubricate a new rubber O-ring seal with clean
charge line fitting and the compressor discharge port. refrigerant oil and install it on the discharge line fit-
(8) Remove the nut that secures the discharge line ting.
fitting to the condenser. (8) Connect the discharge line fitting to the com-
(9) Disconnect the discharge line fitting from the pressor discharge port on the top of the compressor.
condenser inlet port and remove the discharge line (9) Install the bolt that secures the discharge line
from the vehicle. fitting to the compressor. Tighten the bolt to 25.4
(10) Remove the O-ring seal from the discharge Nm (20 ft. lbs.).
line fitting and discard. (10) Install the discharge line into the refrigerant
(11) Install plug in, or tape over the opened dis- line support bracket and install the support bracket
charge line fitting and the condenser inlet port. bolt. Tighten the bolt to 28 Nm (21 ft. lbs.).
(11) Evacuate the refrigerant system (Refer to 24 -
HEATING & AIR CONDITIONING - STANDARD
PROCEDURE).
(12) Recharge the refrigerant system (Refer to 24 -
HEATING & AIR CONDITIONING - STANDARD
PROCEDURE).
A/C EVAPORAT OR
DESCRIPTION
The evaporator coil is located in the HVAC hous-
ing, behind the instrument panel. The evaporator is
positioned in the housing so that all air that enters
the housing must pass over the fins of the evaporator
coils before it is distributed through the system ducts
Fig. 8 Suction and Discharge Lines - 4.0L Shown, and outlets. However, air passing over the evaporator
2.4L Typical fins will only be conditioned when the compressor is
1 - SUCTION LINE engaged and circulating refrigerant through the
2 - SERVICE PORT
3 - A/C HIGH PRESSURE SWITCH evaporator tubes.
4 - A/C COMPRESSOR
5
6
- MOUNTING BRACKET
- DISCHARGE LINE
OPERATION
Refrigerant enters the evaporator from the fixed
orifice tube as a low-temperature, low-pressure liq-
INSTALLATION
uid. As air flows over the fins of the evaporator, the
NOTE: Replacement of the refrigerant line O-ring humidity in the air condenses on the fins, and the
seals is required anytime a refrigerant line is heat from the air is absorbed by the refrigerant. Heat
opened. Failure to replace the rubber O-ring seals absorption causes the refrigerant to boil and vapor-
could result in a refrigerant system leak. ize. The refrigerant becomes a low-pressure gas when
it leaves the evaporator.
(1) Position the discharge line into the engine com- The evaporator coil cannot be repaired and, if
partment. faulty or damaged, it must be replaced.
(2) Remove the tape or plugs from the condenser
inlet port and the discharge line fitting.
(3) Lubricate a new rubber O-ring seal with clean
refrigerant oil and install it on the discharge line fit-
ting.
(4) Connect the discharge line fitting to the con-
denser inlet port.
(5) Install the nut that secures the discharge line
fitting to the condenser. Tighten the nut to 12 Nm
(105 in. lbs.).
24 - 60 PLUMBING TJ
A/C EVAPORAT OR (Cont inue d)
REMOVAL (Fig. 9). The outlet end of the tube has a nylon mesh
diffuser screen. The O-rings on the plastic body of
WARNING: ON VEHICLES EQUIPPED WITH AIR- the fixed orifice tube seal the tube to the inside of
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE the liquid line and prevent the refrigerant from
ATTEMPTING ANY STEERING WHEEL, STEERING bypassing the fixed metering orifice.
INJURY. Fig. 9 Fixed Orifice Tube - Typical
1 - DIFFUSER SCREEN
(1) Remove the HVAC housing (Refer to 24 - 2 - O-RING SEALS
HEATING & AIR CONDITIONING/DISTRIBUTION/ 3 - INLET FILTER SCREEN
4 - ORIFICE
HVAC HOUSING - REMOVAL).
(2) Disassemble the HVAC housing to access the
evaporator (Refer to 24 - HEATING & AIR CONDI-
OPERATION
TIONING/DISTRIBUTION/HVAC HOUSING - DIS- The fixed A/C orifice tube is used to meter the flow
ASSEMBLY). of liquid refrigerant into the A/C evaporator. The
(3) Lift the evaporator out of the lower half of the high-pressure liquid refrigerant from the A/C con-
housing. denser expands into a low-pressure liquid as it
passes through the metering orifice and diffuser
screen of the A/C orifice tube.
INSTALLATION
The A/C orifice tube is not serviceable. It cannot be
NOTE: If the evaporator is being replaced, add 45 repaired, and if faulty or plugged, it must be replaced
milliliters (1.5 fluid ounces) of refrigerant oil to the as part of the liquid line (Refer to 24 - HEATING &
refrigerant system. Use only refrigerant oil of the AIR CONDITIONING/PLUMBING/LIQUID LINE -
type recommended for the compressor in the vehi- REMOVAL) and (Refer to 24 - HEATING & AIR
cle. CONDITIONING/PLUMBING/LIQUID LINE -
INSTALLATION).
(1) Install the evaporator coil into the bottom half
of the HVAC housing.
(2) Assemble the HVAC housing (Refer to 24 -
HVAC HOUSING - ASSEMBLY). A/C ORIFICE TUBE
(3) Install the HVAC housing (Refer to 24 - HEAT- The fixed A/C orifice tube can be checked for
ING & AIR CONDITIONING/DISTRIBUTION/HVAC proper operation using the following procedure. How-
HOUSING - INSTALLATION). ever, the fixed orifice tube is only serviced as a part
of the liquid line unit. If the results of this test indi-
cate that the A/C orifice tube is obstructed or miss-
A/C ORI FI CE T U BE ing, the entire liquid line must be replaced.
WARNING: THE LIQUID LINE BETWEEN THE CON-

DESCRIPTION
DENSER OUTLET AND THE A/C ORIFICE TUBE
The fixed orifice tube is factory installed in the liq-
CAN BECOME HOT ENOUGH TO BURN THE SKIN.
uid line between the outlet of the condenser and the
USE EXTREME CAUTION WHEN PERFORMING THE
inlet of the evaporator. The orifice tube is located in
FOLLOWING TEST.
the end of the liquid line that is closest to the con-
denser outlet tube. (1) Confirm that the refrigerant system is properly
The inlet end of the fixed orifice tube has a nylon charged (Refer to 24 - HEATING & AIR CONDI-
mesh filter screen, which filters the refrigerant and TIONING - DIAGNOSIS AND TESTING - A/C PER-
helps to reduce the potential for blockage of the FORMANCE).
metering orifice by refrigerant system contaminants
TJ PLUMBING 24 - 61
A/C ORI FI CE T U BE (Cont inue d)
(2) Start the engine. Turn on the air conditioning
system and confirm that the compressor clutch is
engaged.
(3) Allow the air conditioning system to operate for
five minutes.
(4) Lightly and cautiously touch the liquid line
near the condenser outlet at the front of the engine
compartment. The liquid line should be hot to the
touch.
(5) Touch the liquid line near the evaporator inlet
at the rear of the engine compartment. The liquid
line should be cold to the touch.
(6) If there is a distinct temperature differential
between the two ends of the liquid line, the A/C ori-
fice tube is in good condition. If there is little or no
detectable temperature differential between the two
ends of the liquid line, the A/C orifice tube is
obstructed or missing and the liquid line must be
replaced.
ACCU M U LAT OR
DESCRIPTION
The accumulator (Fig. 10) is mounted in the engine
compartment between the evaporator outlet and the
compressor suction port. An integral mounting
bracket is used to secure the accumulator to the right
Fig. 10 Accumulator - Typical
side rail with a bolt. A threaded fitting on the top of
the accumulator canister provides the port through 2 - PRESSURE SWITCH FITTING
which the A/C low pressure switch monitors the 3 - OUTLET TO COMPRESSOR
refrigerant system pressures. 4 - ANTI-SIPHON HOLE
5 - DESICCANT BAG
The accumulator cannot be repaired and, if faulty 6 - OIL RETURN ORIFICE FILTER
or damaged, it must be replaced. The refrigerant 7 - VAPOR RETURN TUBE
lines, rubber O-rings and the A/C low pressure 8 - ACCUMULATOR DOME
9 - O-RING SEAL
switch are available for service replacement. 10 - INLET FROM EVAPORATOR
OPERATION (2) Recover the refrigerant from the refrigerant

Refrigerant enters the accumulator canister as a system (Refer to 24 - HEATING & AIR CONDITION-
low pressure vapor through the inlet tube. Any liq- ING/PLUMBING - STANDARD PROCEDURE).
uid, oil-laden refrigerant falls to the bottom of the (3) Disconnect the wire harness connector from the
canister, which acts as a separator. A desiccant bag is A/C low pressure switch.
mounted inside the accumulator canister to absorb (4) Remove the plastic retaining clip that secures
any moisture which may have entered and become the suction line to the liquid line near the accumula-
trapped within the refrigerant system. tor.
(5) Remove the two nuts that secure the refriger-
REMOVAL ant lines to the accumulator (Fig. 11).
(6) Disconnect the refrigerant lines from the accu-
WARNING: REVIEW THE WARNINGS AND CAU- mulator.
TIONS IN THE FRONT OF THIS SECTION BEFORE (7) Remove the O-ring seals from the opened
PERFORMING THE FOLLOWING OPERATION (Refer refrigerant line fittings and discard.
to 24 - HEATING & AIR CONDITIONING - CAUTION) (8) Install plugs in, or tape over the opened refrig-
AND (Refer to 24 - HEATING & AIR CONDITIONING - erant line fittings and accumulator ports.
WARNING). (9) Loosen the bolt that secures the accumulator
retaining band to the support bracket located on the
(1) Disconnect and isolate the battery negative dash panel.
cable.
24 - 62 PLUMBING TJ
ACCU M U LAT OR (Cont inue d)
(10) Pull the accumulator and retaining band for- (4) Remove the tape or plugs from the opened
ward until the bolt in the band is clear of the slotted refrigerant line fittings and the accumulator ports.
hole in the support bracket. (5) Lubricate new rubber O-ring seals with clean
(11) Remove the accumulator from the engine com- refrigerant oil and install them on the refrigerant
partment and remove the retaining band from the line fittings. Use only the specified O-rings as they
accumulator. are made of a special material for the R-134a system.
(12) If necessary, remove the A/C low pressure Use only refrigerant oil of the type recommended for
switch from the accumulator. the compressor in the vehicle.
(6) Reconnect the refrigerant lines to the accumu-
lator.
(7) Install two nuts that secure the refrigerant line
fittings to the accumulator. Tighten the nuts to 2.2
Nm (20 in. lbs.).
(8) Install the plastic retaining clip that secures
the suction line to the liquid line near the accumula-
tor.
(9) Connect the wire harness connector to the A/C
low pressure switch.
(11) Evacuate the refrigerant system (Refer to 24 -
(12) Charge the refrigerant system (Refer to 24 -
H EAT ER CORE
DESCRIPTION
Fig. 11 A/C Accumulator - Typical The heater core is located in the HVAC housing,
behind the instrument panel. It is a heat exchanger
1 - SUCTION LINE (EVAPORATOR SIDE)
2 - SUPPORT BRACKET made of rows of tubes and fins.
3 - BOLT
4 - RETAINING BAND
5 - ACCUMULATOR
OPERATION
6 - SUCTION LINE (COMPRESSOR SIDE) Engine coolant is circulated through the heater
hoses and heater core at all times. As the coolant
INSTALLATION flows through the heater core, heat removed from the
engine is transferred to the heater core fins and
NOTE: If the accumulator is being replaced, add 90 tubes. Air directed through the heater core picks up
milliliters (3 fluid ounces) of refrigerant oil to the the heat from the heater core fins. The blend door
refrigerant system. Use only refrigerant oil of the allows control of the heater output air temperature
type recommended for the compressor in the vehi- by regulating the amount of air that is flowing
cle. through the heater core within the HVAC housing.
The blower motor speed controls the volume of air
(1) If removed, install the A/C low pressure switch flowing through the HVAC housing.
onto the accumulator using a new O-ring seal. The heater core cannot be repaired and, if faulty or
Tighten the switch securely. damaged, it must be replaced.
(2) Install the retaining band onto the accumulator
and position the accumulator into the slotted hole of
the support bracket in the engine compartment.
(3) Tighten the bolt that secures the accumulator
retaining band to the support bracket. Tighten the
bolt to 4.5 Nm (40 in. lbs.).
TJ PLUMBING 24 - 63
H EAT ER CORE (Cont inue d)
REMOVAL to 24 - HEATING & AIR CONDITIONING - WARNING)

AND (Refer to 24 - HEATING & AIR CONDITIONING -
WARNING: ON VEHICLES EQUIPPED WITH AIR- CAUTION).
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE (1) Disconnect and isolate the battery negative
ATTEMPTING ANY STEERING WHEEL, STEERING cable.
COLUMN, OR INSTRUMENT PANEL COMPONENT (2) Recover the refrigerant from the refrigerant
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- system (Refer to 24 - HEATING & AIR CONDITION-
LATE THE BATTERY NEGATIVE (GROUND) CABLE, ING/PLUMBING - STANDARD PROCEDURE).
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- (3) Remove the secondary retaining clip from the
TEM CAPACITOR TO DISCHARGE BEFORE PER- spring-lock coupler that secures the liquid line to the
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS evaporator inlet tube (Fig. 12).
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG (4) Using the proper A/C line disconnect tool, dis-
SYSTEM. FAILURE TO TAKE THE PROPER PRE- connect the liquid line fitting from the evaporator
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- inlet tube (outboard fitting) (Refer to 24 - HEATING
BAG DEPLOYMENT AND POSSIBLE PERSONAL & AIR CONDITIONING/PLUMBING/REFRIGER-
INJURY. ANT LINE COUPLER - REMOVAL). Install plugs in,
or tape over all of the opened refrigerant line fittings.
(1) Remove the HVAC housing (Refer to 24 - (5) Remove the O-ring seal from the liquid line fit-
HEATING & AIR CONDITIONING/DISTRIBUTION/ ting and discard.
HVAC HOUSING - REMOVAL). (6) Install plugs in, or tape over the opened liquid
(2) Disassemble the HVAC housing to access the line fitting and the evaporator inlet port.
heater core (Refer to 24 - HEATING & AIR CONDI- (7) Remove the liquid line from the plastic retain-
TIONING/DISTRIBUTION/HVAC HOUSING - DIS- ing clips located on the right inner fender.
ASSEMBLY). (8) Remove the nut that secures the liquid line fit-
(3) Lift the heater core out of the lower half of the ting to the condenser outlet port (lower fitting).
housing. (9) Remove the O-ring seal from the liquid line fit-
ting and discard.
INSTALLATION (10) Install plugs in, or tape over the opened liquid
(1) Install the heater core into the bottom half of line fitting and the condenser outlet port.
the HVAC housing. (11) Remove the liquid line from the engine com-
(2) Assemble the HVAC housing(Refer to 24 - partment.
HVAC HOUSING - ASSEMBLY).
(3) Install the HVAC housing (Refer to 24 - HEAT-
ING & AIR CONDITIONING/DISTRIBUTION/HVAC
HOUSING - INSTALLATION).
LI QU I D LI N E
DESCRIPTION
The liquid line is the refrigerant line that carries
refrigerant from the A/C condenser to the evaporator.
The liquid line is made from lightweight aluminum
or steel, and uses braze-less fittings.
The liquid line contains the fixed orifice tube and
is only serviced as an assembly, except for the rubber
O-ring seals used on the end fittings. The liquid line Fig. 12 Liquid Line - 4.0L Shown, 2.4L Typical
cannot be adjusted or repaired and, if found to be 1 - LIQUID LINE
leaking or damaged, it must be replaced. 2 - SERVICE PORT
3 - A/C CONDENSER
4 - PLASTIC RETAINING CLIP (2)
REMOVAL
24 - 64 PLUMBING TJ
LI QU I D LI N E (Cont inue d)
INSTALLATION chlorine. R-134a refrigerant is a non-toxic, non-flam-

mable, clear, and colorless liquefied gas.
NOTE: Replacement of the refrigerant line O-ring Even though R-134a does not contain chlorine, it
seals is required anytime a refrigerant line is must be reclaimed and recycled just like CFC-type
opened. Failure to replace the rubber O-ring seals refrigerants. This is because R-134a is a greenhouse
could result in a refrigerant system leak. gas and can contribute to global warming.
(1) Position the liquid line into the engine com- OPERATION
partment. R-134a refrigerant is not compatible with R-12
(2) Remove the tape or plugs from the liquid line refrigerant in an air conditioning system. Even a
fitting and the condenser outlet port. small amount of R-12 added to an R-134a refrigerant
(3) Lubricate a new rubber O-ring seal with clean system will cause compressor failure, refrigerant oil
refrigerant oil and install it on the liquid line fitting. sludge or poor air conditioning system performance.
Use only the specified O-rings as they are made of a In addition, the PolyAlkylene Glycol (PAG) synthetic
special material for the R-134a system. Use only refrigerant oils used in an R-134a refrigerant system
refrigerant oil of the type recommended for the com- are not compatible with the mineral-based refriger-
pressor in the vehicle. ant oils used in an R-12 refrigerant system.
(4) Connect the liquid line to the condenser outlet R-134a refrigerant system service ports, service
port. tool couplers and refrigerant dispensing bottles have
(5) Install the nut that secures the liquid line fit- all been designed with unique fittings to ensure that
ting to the stud on the condenser outlet port. Tighten an R-134a system is not accidentally contaminated
the nut to 9 Nm (80 in. lbs.). with the wrong refrigerant (R-12). There are also
(6) Install the liquid line into the plastic retaining labels posted in the engine compartment of the vehi-
clips located on the right inner fender cle and on the compressor identifying to service tech-
(7) Remove the tape or plugs from the liquid line nicians that the air conditioning system is equipped
fitting and the evaporator inlet port. with R-134a.
refrigerant oil and install it on the liquid line fitting.
Use only the specified O-rings as they are made of a REFRI GERAN T LI N E COU PLER
special material for the R-134a system. Use only
refrigerant oil of the type recommended for the com- DESCRIPTION
pressor in the vehicle. Spring-lock type refrigerant line couplers are used to
(9) Connect the liquid line to the evaporator inlet connect many of the refrigerant lines and other compo-
port (Refer to 24 - HEATING & AIR CONDITION- nents to the refrigerant system. These couplers require
ING/PLUMBING/REFRIGERANT LINE COUPLER - a special tool for disengaging the two coupler halves.
INSTALLATION).
(10) Install the secondary retaining clip onto the OPERATION
spring-lock coupler that secures the liquid line to the The spring-lock coupler is held together by a garter
evaporator inlet tube. spring inside a circular cage on the male half of the
(11) Reconnect the battery negative cable. fitting (Fig. 13). When the two coupler halves are
(12) Evacuate the refrigerant system (Refer to 24 - connected, the flared end of the female fitting slips
HEATING & AIR CONDITIONING/PLUMBING - behind the garter spring inside the cage on the male
STANDARD PROCEDURE). fitting. The garter spring and cage prevent the flared
(13) Charge the refrigerant system (Refer to 24 - end of the female fitting from pulling out of the cage.
HEATING & AIR CONDITIONING/PLUMBING - Two O-rings on the male half of the fitting are
STANDARD PROCEDURE). used to seal the connection. These O-rings are com-
patible with R-134a refrigerant and must be replaced
with O-rings made of the same material.
REFRI GERAN T Secondary clips are installed over the two con-
nected coupler halves at the factory for added blowoff
DESCRIPTION protection. In addition, some models have a plastic
The refrigerant used in this air conditioning sys- ring that is used at the factory as a visual indicator
tem is a HydroFluoroCarbon (HFC), type R-134a. to confirm that these couplers are connected. After
Unlike R-12, which is a ChloroFluoroCarbon (CFC), the coupler is connected, the plastic indicator ring is
R-134a refrigerant does not contain ozone-depleting no longer needed; however, it will remain on the
refrigerant line near the coupler cage.
TJ PLUMBING 24 - 65
REFRI GERAN T LI N E COU PLER (Cont inue d)
(4) Close the two halves of the A/C line disconnect
tool around the spring-lock coupler.
(5) Push the A/C line disconnect tool into the open
side of the coupler cage to expand the garter spring.
Once the garter spring is expanded and while still
pushing the disconnect tool into the open side of the
coupler cage, pull on the refrigerant line attached to
the female half of the coupler fitting until the flange
on the female fitting is separated from the garter
spring and cage on the male fitting within the dis-
connect tool.
NOTE: The garter spring may not release if the A/C

line disconnect tool is cocked while pushing it into
the coupler cage opening.
Fig. 13 Spring-Lock Coupler - Typical (6) Open and remove the A/C line disconnect tool
1 - MALE HALF SPRING-LOCK COUPLER from the disconnected spring-lock coupler.
2 - FEMALE HALF SPRING-LOCK COUPLER
3 - SECONDARY CLIP (7) Complete the separation of the two halves of
4 - CONNECTION INDICATOR RING the coupler fitting.
5 - COUPLER CAGE
6 - GARTER SPRING
7 - COUPLER CAGE INSTALLATION
8 - O-RING SEALS (1) Check to ensure that the garter spring is
located within the cage of the male coupler fitting,
REMOVAL and that the garter spring is not damaged.
(1) Recover the refrigerant from the refrigerant (a) If the garter spring is missing, install a new
system (Refer to 24 - HEATING & AIR CONDITION- spring by pushing it into the coupler cage opening.
ING/PLUMBING - STANDARD PROCEDURE). (b) If the garter spring is damaged, remove it
(2) Remove the secondary retaining clip from the from the coupler cage with a small wire hook (DO
spring-lock coupler. NOT use a screwdriver) and install a new garter
(3) Fit the proper size A/C line disconnect tool spring.
(Special Tool Kit 7193) over the spring-lock coupler (2) Clean any dirt or foreign material from both
cage (Fig. 14). halves of the coupler fitting.
(3) Install new O-rings on the male half of the cou-
pler fitting.
CAUTION: Use only the specified O-rings as they are

made of a special material for the R-134a system. The
use of any other O-rings may allow the connection to
leak intermittently during vehicle operation.
(4) Lubricate the male fitting and O-rings, and the

inside of the female fitting with clean R-134a refrig-
erant oil. Use only refrigerant oil of the type recom-
mended for the compressor in the vehicle.
(5) Fit the female half of the coupler fitting over
the male half of the fitting.
(6) Push together firmly on the two halves of the
coupler fitting until the garter spring in the cage on
the male half of the fitting snaps over the flanged
end on the female half of the fitting.
(7) Ensure that the spring-lock coupler is fully
engaged by trying to separate the two coupler halves.
This is done by pulling the refrigerant lines on either
side of the coupler away from each other.
Fig. 14 Refrigerant Line Spring-Lock Coupler (8) Reinstall the secondary retaining clip over the
Disconnect spring-lock coupler cage.
24 - 66 PLUMBING TJ
REFRI GERAN T OI L absorb any moisture it comes in contact with. Spe-

cial effort must be used to keep all R-134a system
components moisture-free. Moisture in the oil is
DESCRIPTION
very difficult to remove and will cause a reliability
The refrigerant oil used in R-134a refrigerant sys-
problem with the compressor.
tems is a synthetic-based, PolyAlkylene Glycol (PAG),
It will not be necessary to check the oil level in the
wax-free lubricant. Mineral-based R-12 refrigerant
compressor or to add oil, unless there has been an oil
oils are not compatible with PAG oils, and should
loss. An oil loss may occur due to a rupture or leak
never be introduced to an R-134a refrigerant system.
from a refrigerant line, a connector fitting, a compo-
There are different PAG oils available, and each
nent, or a component seal. If a leak occurs, add 30
contains a different additive package. The 10PA17
milliliters (1 fluid ounce) of refrigerant oil to the
compressor used in this vehicle is designed to use an
refrigerant system after the repair has been made.
ND-8 PAG refrigerant oil. Use only refrigerant oil of
Refrigerant oil loss will be evident at the leak point
this same type to service the refrigerant system.
by the presence of a wet, shiny surface around the
leak.
OPERATION Refrigerant oil must be added when a accumulator,
After performing any refrigerant recovery or recy- evaporator coil, or condenser are replaced. See the
cling operation, always replenish the refrigerant sys- Refrigerant Oil Capacities chart. When a compressor
tem with the same amount of the recommended is replaced, the refrigerant oil must be drained from
refrigerant oil as was removed. Too little refrigerant the old compressor and measured. Drain all of the
oil can cause compressor damage, and too much can refrigerant oil from the new compressor, then fill the
reduce air conditioning system performance. new compressor with the same amount of refrigerant
PAG refrigerant oil is much more hygroscopic than oil that was drained out of the old compressor.
mineral oil, and will absorb any moisture it comes
REFRI GERAN T OI L CAPACI T I ES
into contact with, even moisture in the air. The PAG
oil container should always be kept tightly capped
until it is ready to be used. After use, recap the oil Component ml oz
container immediately to prevent moisture contami- Total System Fill 180 6.1
nation. Accumulator 90 3.0
Condenser 22 0.75
STAN DARD PROCEDU RE Evaporator 45 1.5
Compressor Drain and measure the
REFRIGERANT OIL LEVEL oil from the old
When an air conditioning system is assembled at compressor - see text.
the factory, all components except the compressor are
refrigerant oil free. After the refrigerant system has
been charged and operated, the refrigerant oil in the SERV I CE PORT VALV E CORE
compressor is dispersed throughout the refrigerant
system. The accumulator, evaporator, condenser, and
DESCRIPTION
compressor will each retain a significant amount of
The A/C service port valve cores are serviceable
the needed refrigerant oil.
items. The high side valve is located on the located
It is important to have the correct amount of oil in
on the manifold directly over the discharge port of
the refrigerant system. This ensures proper lubrica-
the A/C compressor. The low side valve is located on
tion of the compressor. Too little oil will result in
the liquid line near the evaporator inlet tube at the
damage to the compressor. Too much oil will reduce
rear of the engine compartment.
the cooling capacity of the air conditioning system
and consequently result in higher discharge air tem-
peratures.
REMOVAL
WARNING: REFER TO THE APPLICABLE WARN-
NOTE: The oil used in the compressor is ND-8 PAG
INGS AND CAUTIONS FOR THIS SYSTEM BEFORE
R-134a refrigerant oil. Only refrigerant oil of the
same type should be used to service the system.
Do not use any other oil. The oil container should
be kept tightly capped until it is ready for use.
Tightly cap afterwards to prevent contamination
from dirt and moisture. Refrigerant oil will quickly
TJ PLUMBING 24 - 67
SERV I CE PORT VALV E CORE (Cont inue d)
(1) Remove the protective cap from the low and/or SU CT I ON LI N E
high side service port as necessary.
DESCRIPTION
The suction line is the refrigerant line that goes
ING/PLUMBING/REFRIGERANT - STANDARD
from the evaporator outlet tube to the compressor
PROCEDURE).
inlet port. The suction line is serviced in two sec-
(3) Using a standard Schrader-type valve core tool,
tions. The front section connects between the accu-
remove the valve core from the service port as
mulator and the A/C compressor. The rear section
required.
connects between the evaporator and the accumula-
(4) Install a plug in or tape over the opened ser-
tor.
vice port.
The suction lines are services only as assemblies,
except for the rubber O-ring seals. The suction lines
INSTALLATION cannot be adjusted or repaired and, if found to be
leaking or damaged, must be replaced.
WARNING: REFER TO THE APPLICABLE WARN-
INGS AND CAUTIONS FOR THIS SYSTEM BEFORE
PERFORMING THE FOLLOWING OPERATION (Refer REMOVAL
FRONT - WARNING - A/C PLUMBING) and (Refer to
24 - HEATING & AIR CONDITIONING/PLUMBING -
FRONT - CAUTION - A/C PLUMBING).
to 24 - HEATING & AIR CONDITIONING - WARNING)
(1) Lubricate the A/C service port valve core with AND (Refer to 24 - HEATING & AIR CONDITIONING -
clean refrigerant oil prior to installation. Use only CAUTION).
refrigerant oil of the type recommended for the com-
pressor in the vehicle.
cable.
(2) Remove the tape or plug from the A/C service
port.
(3) Using a standard Schrader-type valve core tool,
ING/PLUMBING - STANDARD PROCEDURE).
install and tighten the replacement valve core into
(3) Remove the suction line from the plastic retain-
the A/C service ports as required.
ing clip located near the accumulator.
CAUTION: A valve core that is not fully seated in (4) Remove the secondary retaining clip from the
the A/C service port can result in damage to the spring-lock coupler that secures the suction line to
valve during refrigerant system evacuation and the evaporator outlet tube.
charge. Such damage may result in a loss of sys- (5) Using the proper A/C line disconnect tool, dis-
tem refrigerant while uncoupling the charge adapt- connect the suction line fitting from the evaporator
ers. outlet tube (Fig. 15) (Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING/REFRIGERANT LINE
(4) Evacuate the refrigerant system (Refer to 24 - COUPLER - REMOVAL).
HEATING & AIR CONDITIONING/PLUMBING - (6) Remove the O-ring seal from the suction line
FRONT/REFRIGERANT - STANDARD PROCE- fitting and discard.
DURE - REFRIGERANT SYSTEM EVACUATE). (7) Install plugs in, or tape over the opened suc-
(5) Charge the refrigerant system (Refer to 24 - tion line fitting and the evaporator outlet port.
HEATING & AIR CONDITIONING/PLUMBING - (8) Depending on the engine usage, remove the
FRONT/REFRIGERANT - STANDARD PROCE- bolts or nuts that secure the suction line fitting to
DURE - REFRIGERANT SYSTEM CHARGE). the compressor.
(6) Reinstall the protective cap onto the A/C ser-
vice ports as required.
24 - 68 PLUMBING TJ
SU CT I ON LI N E (Cont inue d)
(9) Remove the O-ring seal from the suction line fittings. Use only the specified O-rings as they are
fitting and discard. made of a special material for the R-134a system.
(10) Install plugs in, or tape over the opened suc- Use only refrigerant oil of the type recommended for
tion line fitting and the compressor inlet port. the compressor in the vehicle.
(11) Remove the two nuts that secure the suction (3) Reconnect the suction lines to the accumulator.
lines to the accumulator. (4) Install two nuts that secure the suction line fit-
(12) Disconnect the suction lines from the accumu- tings to the accumulator. Tighten the nuts to 2.2 Nm
lator. (20 in. lbs.).
(13) Remove the O-ring seals from the opened suc- (5) Remove the tape or plugs from the opened suc-
tion line fittings and discard. tion line fitting and compressor inlet port.
(14) Install plugs in, or tape over the opened suc- (6) Lubricate a new rubber O-ring seal with clean
tion line fittings and accumulator ports. refrigerant oil and install it on the suction line fit-
(15) Remove the suction lines from the vehicle. ting. Use only the specified O-ring as it is made of a
refrigerant oil of the type recommended for the A/C
compressor in the vehicle.
(7) Install the suction line onto the compressor.
(8) Install the bolt or nut (depending on engine
application) that secure the suction line fitting to the
compressor. Tighten the bolt or nut to 25.4 Nm (20
ft. lbs.).
(9) Remove the tape or plugs from the suction line
fitting and the accumulator outlet tube.
refrigerant oil and install it on the suction line fit-
ting. Use only the specified O-ring as it is made of a
refrigerant oil of the type recommended for the A/C
compressor in the vehicle.
(11) Connect the suction line spring-lock coupler to
the evaporator outlet tube (Refer to 24 - HEATING &
AIR CONDITIONING/PLUMBING/REFRIGERANT
LINE COUPLER - INSTALLATION).
(12) Install the secondary retaining clip onto the
spring-lock coupler that secures the suction line to
Fig. 15 Suction Lines - 4.0L Shown, 2.4L Typical the evaporator outlet tube.
(13) Install the suction line into the plastic retain-
1 - SUCTION LINE (EVAPORATOR SIDE)
2 - SUPPORT BRACKET ing clip located near the accumulator.
3 - BOLT (14) Reconnect the battery negative cable.
4 - RETAINING BAND (15) Evacuate the refrigerant system (Refer to 24 -
5 - ACCUMULATOR
6 - SUCTION LINE (COMPRESSOR SIDE) HEATING & AIR CONDITIONING/PLUMBING -
INSTALLATION (16) Charge the refrigerant system (Refer to 24 -
(1) Remove the tape or plugs from the opened suc- HEATING & AIR CONDITIONING/PLUMBING -
tion line fittings and the accumulator ports. STANDARD PROCEDURE).
(2) Lubricate new rubber O-ring seals with clean
refrigerant oil and install them on the suction line
TJ EMISSIONS CONTROL 25 - 1
EMISSIONS CONTROL
page page
EMISSIONS CONTROL DESCRIPTION - TASK MANAGER . . . . . . . . . . 2

DESCRIPTION DESCRIPTION - MONITORED SYSTEMS . . . . 2
DESCRIPTION - EMISSION CONTROL DESCRIPTION - TRIP DEFINITION . . . . . . . . . 4
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . ..1 DESCRIPTION - COMPONENT MONITORS ..5
DESCRIPTION - STATE DISPLAY TEST DESCRIPTION - NON-MONITORED
MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..2 CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
DESCRIPTION - CIRCUIT ACTUATION TEST DESCRIPTION - HIGH AND LOW LIMITS . . . . 6
MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..2 DESCRIPTION - LOAD VALUE . . . . . . . . . . . . 6
DESCRIPTION - DIAGNOSTIC TROUBLE OPERATION - TASK MANAGER . . . . . . . . . . . . . 6
CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..2 EVAPORATIVE EMISSIONS . . . . . . . . . . . . . . . . 10
EM I SSI ON S CON T ROL There are several operating conditions for which
the PCM monitors and sets DTCs. Refer to Moni-
tored Systems, Components, and Non-Monitored Cir-
DESCRI PT I ON cuits in this section.
Technicians must retrieve stored DTCs by connect-
DESCRIPTION - EMISSION CONTROL SYSTEM ing the DRB scan tool (or an equivalent scan tool) to
The Powertrain Control Module (PCM) monitors the 16way data link connector (Fig. 1).
many different circuits in the fuel injection, ignition,
emission and engine systems. If the PCM senses a NOTE: Various diagnostic procedures may actually
problem with a monitored circuit often enough to cause a diagnostic monitor to set a DTC. For
indicate an actual problem, it stores a Diagnostic instance, pulling a spark plug wire to perform a
Trouble Code (DTC) in the PCMs memory. If the spark test may set the misfire code. When a repair
code applies to a non-emissions related component or is completed and verified, connect the DRB scan
system, and the problem is repaired or ceases to tool to the 16way data link connector to erase all
exist, the PCM cancels the code after 40 warm-up DTCs and extinguish the MIL.
cycles. Diagnostic trouble codes that affect vehicle
emissions illuminate the Malfunction Indicator Lamp
(MIL). The MIL is displayed as an engine icon on the
instrument panel. Refer to Malfunction Indicator
Lamp (MIL) in this section.
Certain criteria must be met before the PCM
stores a DTC in memory. The criteria may be a spe-
cific range of engine RPM, engine temperature,
and/or input voltage to the PCM.
The PCM might not store a DTC for a monitored
circuit even though a malfunction has occurred. This
may happen because one of the DTC criteria for the
circuit has not been met. For example , assume the
diagnostic trouble code criteria requires the PCM to
monitor the circuit only when the engine operates
between 750 and 2000 RPM. Suppose the sensors
output circuit shorts to ground when engine operates
above 2400 RPM (resulting in 0 volt input to the
PCM). Because the condition happens at an engine
speed above the maximum threshold (2000 rpm), the Fig. 1 DATA LINK (DIAGNOSTIC) CONNECTOR
PCM will not store a DTC. LOCATION
1 - 16WAY DATA LINK CONNECTOR
25 - 2 EMISSIONS CONTROL TJ
EM I SSI ON S CON T ROL (Cont inue d)
DESCRIPTION - STATE DISPLAY TEST MODE (6) To erase DTCs, use the Erase Trouble Code
The switch inputs to the Powertrain Control Mod- data screen on the DRB scan tool. Do not erase any
ule (PCM) have two recognized states; HIGH and DTCs until problems have been investigated
LOW. For this reason, the PCM cannot recognize the and repairs have been performed.
difference between a selected switch position versus
an open circuit, a short circuit, or a defective switch. DESCRIPTION - TASK MANAGER
If the State Display screen shows the change from The PCM is responsible for efficiently coordinating
HIGH to LOW or LOW to HIGH, assume the entire the operation of all the emissions-related compo-
switch circuit to the PCM functions properly. Connect nents. The PCM is also responsible for determining if
the DRB scan tool to the data link connector and the diagnostic systems are operating properly. The
access the state display screen. Then access either software designed to carry out these responsibilities
State Display Inputs and Outputs or State Display is referred to as the Task Manager.
Sensors.
DESCRIPTION - MONITORED SYSTEMS
DESCRIPTION - CIRCUIT ACTUATION TEST There are new electronic circuit monitors that
MODE check fuel, emission, engine and ignition perfor-
mance. These monitors use information from various
The Circuit Actuation Test Mode checks for proper
sensor circuits to indicate the overall operation of the
operation of output circuits or devices the Powertrain
fuel, engine, ignition and emission systems and thus
Control Module (PCM) may not internally recognize.
the emissions performance of the vehicle.
The PCM attempts to activate these outputs and
The fuel, engine, ignition and emission systems
allow an observer to verify proper operation. Most of
monitors do not indicate a specific component prob-
the tests provide an audible or visual indication of
lem. They do indicate that there is an implied prob-
device operation (click of relay contacts, fuel spray,
lem within one of the systems and that a specific
etc.). Except for intermittent conditions, if a device
problem must be diagnosed.
functions properly during testing, assume the device,
its associated wiring, and driver circuit work cor- If any of these monitors detect a problem affecting
rectly. Connect the DRB scan tool to the data link vehicle emissions, the Malfunction Indicator Lamp
connector and access the Actuators screen. (MIL) will be illuminated. These monitors generate
Diagnostic Trouble Codes that can be displayed with
the MIL or a scan tool.
DESCRIPTION - DIAGNOSTIC TROUBLE CODES
The following is a list of the system monitors:
A Diagnostic Trouble Code (DTC) indicates the
Misfire Monitor
PCM has recognized an abnormal condition in the
Fuel System Monitor
system.
Oxygen Sensor Monitor
Remember that DTCs are the results of a sys-
Oxygen Sensor Heater Monitor
tem or circuit failure, but do not directly iden-
Catalyst Monitor
tify the failed component or components.
Leak Detection Pump Monitor (if equipped)
BULB CHECK All these system monitors require two consecutive
trips with the malfunction present to set a fault.
Each time the ignition key is turned to the ON
Refer to the appropriate Powertrain Diagnos-
position, the malfunction indicator (check engine)
tics Procedures manual for diagnostic proce-
lamp on the instrument panel should illuminate for
dures.
approximately 2 seconds then go out. This is done for
The following is an operation and description of
a bulb check.
each system monitor:
OBTAINING DTCS USING DRB SCAN TOOL
(1) Obtain the applicable Powertrain Diagnostic
OXYGEN SENSOR (O2S) MONITOR
Effective control of exhaust emissions is achieved
Manual.
by an oxygen feedback system. The most important
(2) Obtain the DRB Scan Tool.
element of the feedback system is the O2S. The O2S
(3) Connect the DRB Scan Tool to the data link
is located in the exhaust path. Once it reaches oper-
(diagnostic) connector. This connector is located in
ating temperature 300 to 350C (572 to 662F), the
the passenger compartment; at the lower edge of
sensor generates a voltage that is inversely propor-
instrument panel; near the steering column.
tional to the amount of oxygen in the exhaust. The
(4) Turn the ignition switch on and access the
information obtained by the sensor is used to calcu-
Read Fault screen.
late the fuel injector pulse width. This maintains a
(5) Record all the DTCs and freeze frame infor-
14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio,
mation shown on the DRB scan tool.
the catalyst works best to remove hydrocarbons (HC), LEAK DETECTION PUMP MONITOR (IF EQUIPPED)
carbon monoxide (CO) and nitrogen oxide (NOx) from The leak detection assembly incorporates two pri-
the exhaust. mary functions: it must detect a leak in the evapora-
The O2S is also the main sensing element for the tive system and seal the evaporative system so the
Catalyst and Fuel Monitors. leak detection test can be run.
The O2S can fail in any or all of the following The primary components within the assembly are:
manners: A three port solenoid that activates both of the func-
slow response rate tions listed above; a pump which contains a switch,
reduced output voltage two check valves and a spring/diaphragm, a canister
dynamic shift vent valve (CVV) seal which contains a spring loaded
shorted or open circuits vent seal valve.
Response rate is the time required for the sensor to Immediately after a cold start, between predeter-
switch from lean to rich once it is exposed to a richer mined temperature thresholds limits, the three port
than optimum A/F mixture or vice versa. As the sen- solenoid is briefly energized. This initializes the
sor starts malfunctioning, it could take longer to pump by drawing air into the pump cavity and also
detect the changes in the oxygen content of the closes the vent seal. During non test conditions the
exhaust gas. vent seal is held open by the pump diaphragm
The output voltage of the O2S ranges from 0 to 1 assembly which pushes it open at the full travel posi-
volt. A good sensor can easily generate any output tion. The vent seal will remain closed while the
voltage in this range as it is exposed to different con- pump is cycling due to the reed switch triggering of
centrations of oxygen. To detect a shift in the A/F the three port solenoid that prevents the diaphragm
mixture (lean or rich), the output voltage has to assembly from reaching full travel. After the brief
change beyond a threshold value. A malfunctioning initialization period, the solenoid is de-energized
sensor could have difficulty changing beyond the allowing atmospheric pressure to enter the pump
threshold value. cavity, thus permitting the spring to drive the dia-
phragm which forces air out of the pump cavity and
OXYGEN SENSOR HEATER MONITOR into the vent system. When the solenoid is energized
If there is an oxygen sensor (O2S) shorted to volt- and de energized, the cycle is repeated creating flow
age DTC, as well as a O2S heater DTC, the O2S in typical diaphragm pump fashion. The pump is con-
fault MUST be repaired first. Before checking the trolled in 2 modes:
O2S fault, verify that the heater circuit is operating Pump Mode: The pump is cycled at a fixed rate to
correctly. achieve a rapid pressure build in order to shorten the
Effective control of exhaust emissions is achieved overall test length.
by an oxygen feedback system. The most important Test Mode: The solenoid is energized with a fixed
element of the feedback system is the O2S. The O2S duration pulse. Subsequent fixed pulses occur when
is located in the exhaust path. Once it reaches oper- the diaphragm reaches the Switch closure point.
ating temperature 300 to 350C (572 to 662F), the The spring in the pump is set so that the system
sensor generates a voltage that is inversely propor- will achieve an equalized pressure of about 7.5
tional to the amount of oxygen in the exhaust. The water. The cycle rate of pump strokes is quite rapid
information obtained by the sensor is used to calcu- as the system begins to pump up to this pressure. As
late the fuel injector pulse width. This maintains a the pressure increases, the cycle rate starts to drop
14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio, off. If there is no leak in the system, the pump would
the catalyst works best to remove hydrocarbons (HC), eventually stop pumping at the equalized pressure. If
carbon monoxide (CO) and nitrogen oxide (NOx) from there is a leak, it will continue to pump at a rate rep-
the exhaust. resentative of the flow characteristic of the size of the
The voltage readings taken from the O2S sensor leak. From this information we can determine if the
are very temperature sensitive. The readings are not leak is larger than the required detection limit (cur-
accurate below 300C. Heating of the O2S sensor is rently set at .040 orifice by CARB). If a leak is
done to allow the engine controller to shift to closed revealed during the leak test portion of the test, the
loop control as soon as possible. The heating element test is terminated at the end of the test mode and no
used to heat the O2S sensor must be tested to ensure further system checks will be performed.
that it is heating the sensor properly. After passing the leak detection phase of the test,
The O2S sensor circuit is monitored for a drop in system pressure is maintained by turning on the
voltage. The sensor output is used to test the heater LDPs solenoid until the purge system is activated.
by isolating the effect of the heater element on the Purge activation in effect creates a leak. The cycle
O2S sensor output voltage from the other effects. rate is again interrogated and when it increases due
to the flow through the purge system, the leak check Normal vehicle miles or engine misfire can cause a
portion of the diagnostic is complete. catalyst to decay. This can increase vehicle emissions
The canister vent valve will unseal the system and deteriorate engine performance, driveability and
after completion of the test sequence as the pump fuel economy.
diaphragm assembly moves to the full travel position. The catalyst monitor uses dual oxygen sensors
Evaporative system functionality will be verified by (O2Ss) to monitor the efficiency of the converter. The
using the stricter evap purge flow monitor. At an dual O2Ss sensor strategy is based on the fact that
appropriate warm idle the LDP will be energized to as a catalyst deteriorates, its oxygen storage capacity
seal the canister vent. The purge flow will be clocked and its efficiency are both reduced. By monitoring
up from some small value in an attempt to see a the oxygen storage capacity of a catalyst, its effi-
shift in the 02 control system. If fuel vapor, indicated ciency can be indirectly calculated. The upstream
by a shift in the 02 control, is present the test is O2S is used to detect the amount of oxygen in the
passed. If not, it is assumed that the purge system is exhaust gas before the gas enters the catalytic con-
not functioning in some respect. The LDP is again verter. The PCM calculates the A/F mixture from the
turned off and the test is ended. output of the O2S. A low voltage indicates high oxy-
gen content (lean mixture). A high voltage indicates a
MISFIRE MONITOR low content of oxygen (rich mixture).
Excessive engine misfire results in increased cata- When the upstream O2S detects a lean condition,
lyst temperature and causes an increase in HC emis- there is an abundance of oxygen in the exhaust gas.
sions. Severe misfires could cause catalyst damage. A functioning converter would store this oxygen so it
To prevent catalytic convertor damage, the PCM can use it for the oxidation of HC and CO. As the
monitors engine misfire. converter absorbs the oxygen, there will be a lack of
The Powertrain Control Module (PCM) monitors oxygen downstream of the converter. The output of
for misfire during most engine operating conditions the downstream O2S will indicate limited activity in
(positive torque) by looking at changes in the crank- this condition.
shaft speed. If a misfire occurs the speed of the As the converter loses the ability to store oxygen,
crankshaft will vary more than normal. the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
FUEL SYSTEM MONITOR chemical reaction takes place. This means the con-
To comply with clean air regulations, vehicles are centration of oxygen will be the same downstream as
equipped with catalytic converters. These converters upstream. The output voltage of the downstream
reduce the emission of hydrocarbons, oxides of nitro- O2S copies the voltage of the upstream sensor. The
gen and carbon monoxide. The catalyst works best only difference is a time lag (seen by the PCM)
when the Air Fuel (A/F) ratio is at or near the opti- between the switching of the O2Ss.
mum of 14.7 to 1. To monitor the system, the number of lean-to-rich
The PCM is programmed to maintain the optimum switches of upstream and downstream O2Ss is
air/fuel ratio of 14.7 to 1. This is done by making counted. The ratio of downstream switches to
short term corrections in the fuel injector pulse width upstream switches is used to determine whether the
based on the O2S sensor output. The programmed catalyst is operating properly. An effective catalyst
memory acts as a self calibration tool that the engine will have fewer downstream switches than it has
controller uses to compensate for variations in engine upstream switches i.e., a ratio closer to zero. For a
specifications, sensor tolerances and engine fatigue totally ineffective catalyst, this ratio will be one-to-
over the life span of the engine. By monitoring the one, indicating that no oxidation occurs in the device.
actual fuel-air ratio with the O2S sensor (short term) The system must be monitored so that when cata-
and multiplying that with the program long-term lyst efficiency deteriorates and exhaust emissions
(adaptive) memory and comparing that to the limit, increase to over the legal limit, the MIL will be illu-
it can be determined whether it will pass an emis- minated.
sions test. If a malfunction occurs such that the PCM
cannot maintain the optimum A/F ratio, then the DESCRIPTION - TRIP DEFINITION
MIL will be illuminated. The term Trip has different meanings depending
on what the circumstances are. If the MIL (Malfunc-
CATALYST MONITOR tion Indicator Lamp) is OFF, a Trip is defined as
To comply with clean air regulations, vehicles are when the Oxygen Sensor Monitor and the Catalyst
equipped with catalytic converters. These converters Monitor have been completed in the same drive cycle.
reduce the emission of hydrocarbons, oxides of nitro- When any Emission DTC is set, the MIL on the
gen and carbon monoxide. dash is turned ON. When the MIL is ON, it takes 3
good trips to turn the MIL OFF. In this case, it an associated limp in will take two trips to illumi-
depends on what type of DTC is set to know what a nate the MIL.
Trip is. Refer to the Diagnostic Trouble Codes Description
For the Fuel Monitor or Mis-Fire Monitor (contin- Charts in this section and the appropriate Power-
uous monitor), the vehicle must be operated in the train Diagnostic Procedure Manual for diagnostic
Similar Condition Window for a specified amount of procedures.
time to be considered a Good Trip.
If a Non-Contiuous OBDII Monitor fails twice in a DESCRIPTION - NON-MONITORED CIRCUITS
row and turns ON the MIL, re-running that monitor The PCM does not monitor the following circuits,
which previously failed, on the next start-up and systems and conditions that could have malfunctions
passing the monitor, is considered to be a Good Trip. causing driveability problems. The PCM might not
These will include the following: store diagnostic trouble codes for these conditions.
Oxygen Sensor However, problems with these systems may cause the
Catalyst Monitor PCM to store diagnostic trouble codes for other sys-
Purge Flow Monitor tems or components. For example, a fuel pressure
Leak Detection Pump Monitor (if equipped) problem will not register a fault directly, but could
EGR Monitor (if equipped) cause a rich/lean condition or misfire. This could
Oxygen Sensor Heater Monitor cause the PCM to store an oxygen sensor or misfire
If any other Emission DTC is set (not an OBDII diagnostic trouble code
Monitor), a Good Trip is considered to be when the
Oxygen Sensor Monitor and Catalyst Monitor have FUEL PRESSURE
been completed; or 2 Minutes of engine run time if The fuel pressure regulator controls fuel system
the Oxygen Sensor Monitor or Catalyst Monitor have pressure. The PCM cannot detect a clogged fuel
been stopped from running. pump inlet filter, clogged in-line fuel filter, or a
It can take up to 2 Failures in a row to turn on the pinched fuel supply or return line. However, these
MIL. After the MIL is ON, it takes 3 Good Trips to could result in a rich or lean condition causing the
turn the MIL OFF. After the MIL is OFF, the PCM PCM to store an oxygen sensor or fuel system diag-
will self-erase the DTC after 40 Warm-up cycles. A nostic trouble code.
Warm-up cycle is counted when the ECT (Engine
Coolant Temperature Sensor) has crossed 160F and SECONDARY IGNITION CIRCUIT
has risen by at least 40F since the engine has been The PCM cannot detect an inoperative ignition coil,
started. fouled or worn spark plugs, ignition cross firing, or
open spark plug cables.
DESCRIPTION - COMPONENT MONITORS
There are several components that will affect vehi- CYLINDER COMPRESSION
cle emissions if they malfunction. If one of these com- The PCM cannot detect uneven, low, or high engine
ponents malfunctions the Malfunction Indicator cylinder compression.
Lamp (MIL) will illuminate.
Some of the component monitors are checking for EXHAUST SYSTEM
proper operation of the part. Electrically operated The PCM cannot detect a plugged, restricted or
components now have input (rationality) and output leaking exhaust system, although it may set a fuel
(functionality) checks. Previously, a component like system fault.
the Throttle Position sensor (TPS) was checked by
the PCM for an open or shorted circuit. If one of FUEL INJECTOR MECHANICAL MALFUNCTIONS
these conditions occurred, a DTC was set. Now there The PCM cannot determine if a fuel injector is
is a check to ensure that the component is working. clogged, the needle is sticking or if the wrong injector
This is done by watching for a TPS indication of a is installed. However, these could result in a rich or
greater or lesser throttle opening than MAP and lean condition causing the PCM to store a diagnostic
engine rpm indicate. In the case of the TPS, if engine trouble code for either misfire, an oxygen sensor, or
vacuum is high and engine rpm is 1600 or greater the fuel system.
and the TPS indicates a large throttle opening, a
DTC will be set. The same applies to low vacuum if EXCESSIVE OIL CONSUMPTION
the TPS indicates a small throttle opening. Although the PCM monitors engine exhaust oxygen
All open/short circuit checks or any component that content when the system is in closed loop, it cannot
has an associated limp in will set a fault after 1 trip determine excessive oil consumption.
with the malfunction present. Components without
THROTTLE BODY AIRFLOW PCM CONNECTOR ENGAGEMENT
The PCM cannot detect a clogged or restricted air The PCM may not be able to determine spread or
cleaner inlet or filter element. damaged connector pins. However, it might store
diagnostic trouble codes as a result of spread connec-
VACUUM ASSIST tor pins.
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control DESCRIPTION - HIGH AND LOW LIMITS
system devices. However, these could cause the PCM The PCM compares input signal voltages from each
to store a MAP sensor diagnostic trouble code and input device with established high and low limits for
cause a high idle condition. the device. If the input voltage is not within limits
and other criteria are met, the PCM stores a diagnos-
PCM SYSTEM GROUND tic trouble code in memory. Other diagnostic trouble
The PCM cannot determine a poor system ground. code criteria might include engine RPM limits or
However, one or more diagnostic trouble codes may input voltages from other sensors or switches that
be generated as a result of this condition. The mod- must be present before verifying a diagnostic trouble
ule should be mounted to the body at all times, also code condition.
during diagnostic.
DESCRIPTION - LOAD VALUE
ENGINE IDLE/NEUTRAL 2500 RPM/NEUTRAL

All Engines 2% to 8% of Maximum Load 9% to 17% of Maximum Load
OPERATION - TASK MANAGER (pending) or the Task Manager has set a fault that
The Task Manager determines which tests happen may cause a failure of the test (suspend).
when and which functions occur when. Many of the Pending
diagnostic steps required by OBD II must be per- Under some situations the Task Manager will not
formed under specific operating conditions. The Task run a monitor if the MIL is illuminated and a fault is
Manager software organizes and prioritizes the diag- stored from another monitor. In these situations, the
nostic procedures. The job of the Task Manager is to Task Manager postpones monitors pending resolu-
determine if conditions are appropriate for tests to be tion of the original fault. The Task Manager does not
run, monitor the parameters for a trip for each test, run the test until the problem is remedied.
and record the results of the test. Following are the For example, when the MIL is illuminated for an
responsibilities of the Task Manager software: Oxygen Sensor fault, the Task Manager does not run
Test Sequence the Catalyst Monitor until the Oxygen Sensor fault is
MIL Illumination remedied. Since the Catalyst Monitor is based on sig-
Diagnostic Trouble Codes (DTCs) nals from the Oxygen Sensor, running the test would
Trip Indicator produce inaccurate results.
Freeze Frame Data Storage Conflict
Similar Conditions Window There are situations when the Task Manager does
not run a test if another monitor is in progress. In
Test Sequence these situations, the effects of another monitor run-
In many instances, emissions systems must fail ning could result in an erroneous failure. If this con-
diagnostic tests more than once before the PCM illu- flict is present, the monitor is not run until the
minates the MIL. These tests are know as two trip conflicting condition passes. Most likely the monitor
monitors. Other tests that turn the MIL lamp on will run later after the conflicting monitor has
after a single failure are known as one trip moni- passed.
tors. A trip is defined as start the vehicle and oper- For example, if the Fuel System Monitor is in
ate it to meet the criteria necessary to run the given progress, the Task Manager does not run the EGR
monitor. Monitor. Since both tests monitor changes in air/fuel
Many of the diagnostic tests must be performed ratio and adaptive fuel compensation, the monitors
under certain operating conditions. However, there will conflict with each other.
are times when tests cannot be run because another Suspend
test is in progress (conflict), another test has failed Occasionally the Task Manager may not allow a two
trip fault to mature. The Task Manager will sus-
pend the maturing of a fault if a condition exists DTC Self Erasure
that may induce an erroneous failure. This prevents With one trip components or systems, the MIL is
illuminating the MIL for the wrong fault and allows illuminated upon test failure and DTCs are stored.
more precis diagnosis. Two trip monitors are components requiring failure
For example, if the PCM is storing a one trip fault in two consecutive trips for MIL illumination. Upon
for the Oxygen Sensor and the EGR monitor, the failure of the first test, the Task Manager enters a
Task Manager may still run the EGR Monitor but maturing code. If the component fails the test for a
will suspend the results until the Oxygen Sensor second time the code matures and a DTC is set.
Monitor either passes or fails. At that point the Task After three good trips the MIL is extinguished and
Manager can determine if the EGR system is actu- the Task Manager automatically switches the trip
ally failing or if an Oxygen Sensor is failing. counter to a warm-up cycle counter. DTCs are auto-
matically erased following 40 warm-up cycles if the
MIL Illumination component does not fail again.
The PCM Task Manager carries out the illumina- For misfire and fuel system monitors, the compo-
tion of the MIL. The Task Manager triggers MIL illu- nent must pass the test under a Similar Conditions
mination upon test failure, depending on monitor Window in order to record a good trip. A Similar Con-
failure criteria. ditions Window is when engine RPM is within 375
The Task Manager Screen shows both a Requested RPM and load is within 10% of when the fault
MIL state and an Actual MIL state. When the MIL is occurred.
illuminated upon completion of a test for a third trip,
the Requested MIL state changes to OFF. However, NOTE: It is important to understand that a compo-
the MIL remains illuminated until the next key nent does not have to fail under a similar window of
cycle. (On some vehicles, the MIL will actually turn operation to mature. It must pass the test under a
OFF during the third key cycle) During the key cycle Similar Conditions Window when it failed to record
for the third good trip, the Requested MIL state is a Good Trip for DTC erasure for misfire and fuel
OFF, while the Actual MIL state is ON. After the system monitors.
next key cycle, the MIL is not illuminated and both
MIL states read OFF. DTCs can be erased anytime with a DRB III. Eras-
ing the DTC with the DRB III erases all OBD II
Diagnostic Trouble Codes (DTCs) information. The DRB III automatically displays a
With OBD II, different DTC faults have different warning that erasing the DTC will also erase all
priorities according to regulations. As a result, the OBD II monitor data. This includes all counter infor-
priorities determine MIL illumination and DTC era- mation for warm-up cycles, trips and Freeze Frame.
sure. DTCs are entered according to individual prior-
ity. DTCs with a higher priority overwrite lower Trip Indicator
priority DTCs. The Trip is essential for running monitors and
extinguishing the MIL. In OBD II terms, a trip is a
Priorities set of vehicle operating conditions that must be met
Priority 0 Non-emissions related trouble codes for a specific monitor to run. All trips begin with a
Priority 1 One trip failure of a two trip fault key cycle.
for non-fuel system and non-misfire. Good Trip
Priority 2 One trip failure of a two trip fault The Good Trip counters are as follows:
for fuel system (rich/lean) or misfire. Specific Good Trip
Priority 3 Two trip failure for a non-fuel sys- Fuel System Good Trip
tem and non-misfire or matured one trip comprehen- Misfire Good Trip
sive component fault. Alternate Good Trip (appears as a Global Good
Priority 4 Two trip failure or matured fault Trip on DRB III)
for fuel system (rich/lean) and misfire or one trip cat- Comprehensive Components
alyst damaging misfire. Major Monitor
Non-emissions related failures have no priority. Warm-Up Cycles
One trip failures of two trip faults have low priority. Specific Good Trip
Two trip failures or matured faults have higher pri- The term Good Trip has different meanings
ority. One and two trip failures of fuel system and depending on the circumstances:
misfire monitor take precedence over non-fuel system If the MIL is OFF, a trip is defined as when the
and non-misfire failures. Oxygen Sensor Monitor and the Catalyst Monitor
have been completed in the same drive cycle.
If the MIL is ON and a DTC was set by the Fuel can determine under what vehicle operating condi-
Monitor or Misfire Monitor (both continuous moni- tions the failure occurred.
tors), the vehicle must be operated in the Similar The data stored in Freeze Frame is usually
Condition Window for a specified amount of time. recorded when a system fails the first time for two
If the MIL is ON and a DTC was set by a Task trip faults. Freeze Frame data will only be overwrit-
Manager commanded once-per-trip monitor (such as ten by a different fault with a higher priority.
the Oxygen Sensor Monitor, Catalyst Monitor, Purge
Flow Monitor, Leak Detection Pump Monitor, EGR CAUTION: Erasing DTCs, either with the DRB III or
Monitor or Oxygen Sensor Heater Monitor), a good by disconnecting the battery, also clears all Freeze
trip is when the monitor is passed on the next start- Frame data.
up.
If the MIL is ON and any other emissions DTC
was set (not an OBD II monitor), a good trip occurs Similar Conditions Window
when the Oxygen Sensor Monitor and Catalyst Mon- The Similar Conditions Window displays informa-
itor have been completed, or two minutes of engine tion about engine operation during a monitor. Abso-
run time if the Oxygen Sensor Monitor and Catalyst lute MAP (engine load) and Engine RPM are stored
Monitor have been stopped from running. in this window when a failure occurs. There are two
Fuel System Good Trip different Similar conditions Windows: Fuel System
To count a good trip (three required) and turn off and Misfire.
the MIL, the following conditions must occur: FUEL SYSTEM
Engine in closed loop Fuel System Similar Conditions Window
Operating in Similar Conditions Window An indicator that Absolute MAP When Fuel Sys Fail
Short Term multiplied by Long Term less than and RPM When Fuel Sys Failed are all in the same
threshold range when the failure occurred. Indicated by switch-
Less than threshold for a predetermined time ing from NO to YES.
If all of the previous criteria are met, the PCM will Absolute MAP When Fuel Sys Fail The
count a good trip (three required) and turn off the stored MAP reading at the time of failure. Informs
MIL. the user at what engine load the failure occurred.
Misfire Good Trip Absolute MAP A live reading of engine load
If the following conditions are met the PCM will to aid the user in accessing the Similar Conditions
count one good trip (three required) in order to turn Window.
off the MIL: RPM When Fuel Sys Fail The stored RPM
Operating in Similar Condition Window reading at the time of failure. Informs the user at
1000 engine revolutions with no misfire what engine RPM the failure occurred.
Warm-Up Cycles Engine RPM A live reading of engine RPM
Once the MIL has been extinguished by the Good to aid the user in accessing the Similar Conditions
Trip Counter, the PCM automatically switches to a Window.
Warm-Up Cycle Counter that can be viewed on the Adaptive Memory Factor The PCM utilizes
DRB III. Warm-Up Cycles are used to erase DTCs both Short Term Compensation and Long Term Adap-
and Freeze Frames. Forty Warm-Up cycles must tive to calculate the Adaptive Memory Factor for
occur in order for the PCM to self-erase a DTC and total fuel correction.
Freeze Frame. A Warm-Up Cycle is defined as fol- Upstream O2S Volts A live reading of the
lows: Oxygen Sensor to indicate its performance. For
Engine coolant temperature must start below example, stuck lean, stuck rich, etc.
and rise above 160 F SCW Time in Window (Similar Conditions
Engine coolant temperature must rise by 40 F Window Time in Window) A timer used by the
No further faults occur PCM that indicates that, after all Similar Conditions
have been met, if there has been enough good engine
Freeze Frame Data Storage running time in the SCW without failure detected.
Once a failure occurs, the Task Manager records This timer is used to increment a Good Trip.
several engine operating conditions and stores it in a Fuel System Good Trip Counter A Trip
Freeze Frame. The Freeze Frame is considered one Counter used to turn OFF the MIL for Fuel System
frame of information taken by an on-board data DTCs. To increment a Fuel System Good Trip, the
recorder. When a fault occurs, the PCM stores the engine must be in the Similar Conditions Window,
input data from various sensors so that technicians Adaptive Memory Factor must be less than cali-
brated threshold and the Adaptive Memory Factor
must stay below that threshold for a calibrated RPM When Misfire Occurred The stored
amount of time. RPM reading at the time of failure. Informs the user
Test Done This Trip Indicates that the at what engine RPM the failure occurred.
monitor has already been run and completed during Engine RPM A live reading of engine RPM
the current trip. to aid the user in accessing the Similar Conditions
MISFIRE Window.
Same Misfire Warm-Up State Indicates if Adaptive Memory Factor The PCM utilizes
the misfire occurred when the engine was warmed up both Short Term Compensation and Long Term Adap-
(above 160 F). tive to calculate the Adaptive Memory Factor for
In Similar Misfire Window An indicator total fuel correction.
that Absolute MAP When Misfire Occurred and 200 Rev Counter Counts 0100 720 degree
RPM When Misfire Occurred are all in the same cycles.
range when the failure occurred. Indicated by switch- SCW Cat 200 Rev Counter Counts when in
ing from NO to YES. similar conditions.
Absolute MAP When Misfire Occurred SCW FTP 1000 Rev Counter Counts 04
The stored MAP reading at the time of failure. when in similar conditions.
Informs the user at what engine load the failure Misfire Good Trip Counter Counts up to
occurred. three to turn OFF the MIL.
Absolute MAP A live reading of engine load Misfire Data Data collected during test.
to aid the user in accessing the Similar Conditions Test Done This Trip Indicates YES when the
Window. test is done.
25 - 10 EVAPORATIVE EMISSIONS TJ
EVAPORAT I V E EM I SSI ON S
TABLE OF CONTENTS
page page
EVAPORATIVE EMISSIONS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

DESCRIPTION - EVAPORATION CONTROL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 LEAK DETECTION PUMP
SPECIFICATIONS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
TORQUE - EMISSIONS . . . . . . . . . . . . . . . . . 11 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
CCV SYSTEM REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
DESCRIPTION - CCV SYSTEM . . . . . . . . . . . . . 11 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19
OPERATION - CCV SYSTEM . . . . . . . . . . . . . . 11 ORVR
DIAGNOSIS AND TESTING - CCV SYSTEM . . . 11 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19
PCV VALVE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12 VACUUM LINES
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 VAPOR CANISTER
EVAP/PURGE SOLENOID DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
FUEL FILLER CAP
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
EVAPORAT I V E EM I SSI ON S An ORVR system is used. This system is part of

the EVAP Control System. Refer to On-Board Refuel-
ing Vapor Recovery (ORVR) for information.
DESCRIPTION - EVAPORATION CONTROL
When equipped with certain emissions packages, a
SYSTEM Leak Detection Pump (LDP) will be used as part of
The evaporation control system prevents the emis- the evaporative system for OBD II requirements.
sion of fuel tank vapors into the atmosphere. When Also refer to Leak Detection Pump.
fuel evaporates in the fuel tank, the vapors pass
through vent hoses or tubes to a charcoal filled evap- NOTE: The evaporative system uses specially man-
orative canister. The canister temporarily holds the ufactured lines/hoses. If replacement becomes nec-
vapors. The Powertrain Control Module (PCM) allows essary, only use fuel resistant hose.
intake manifold vacuum to draw vapors into the com-
bustion chambers during certain operating condi-
tions.
All engines use a duty-cycle purge system. The
PCM controls vapor flow by operating the duty-cycle
EVAP purge solenoid. Refer to Duty-Cycle EVAP
Canister Purge Solenoid.
TJ EVAPORATIVE EMISSIONS 25 - 11
EVAPORAT I V E EM I SSI ON S (Cont inue d)
SPECI FI CAT I ON S
TORQUE - EMISSIONS

EVAP Canister Mounting Nuts 9 - 80
Leak Detection Pump Filter Mounting Bolt 7 - 65
LDP Pump Mounting Bolts 1 - 11
EVAP Canister/LDP Mounting Bracket-to-Body Nuts - - 250
EVAP Canister/LDP Mounting Bracket-to-Body Bolts - - 212
CCV SY ST EM On 4.0L 6-cylinder engines, a molded vacuum tube

connects manifold vacuum to the top of the cylinder
head (valve) cover. The vacuum fitting contains a
DESCRIPTION - CCV SYSTEM
fixed orifice of a calibrated size. It meters the
The 4.0L 6-cylinder engine is equipped with a
amount of crankcase vapors drawn out of the engine.
Closed Crankcase Ventilation (CCV) system and a
When the engine is operating, fresh air enters the
fixed orifice valve (Fig. 1). The 2.4L 4-cylinder uses a
engine and mixes with crankcase vapors. Manifold
PCV valve. Refer to PCV Valve for 2.4L information.
vacuum draws the vapor/air mixture through the
fixed orifice and into the intake manifold. The vapors
are then consumed during combustion.
DIAGNOSIS AND TESTING - CCV SYSTEM

TESTING/CLEANING
The Crankcase Ventilation (CCV) system performs
the same function as a conventional PCV system, but
does not use a vacuum controlled valve. A vacuum
fitting containing a fixed orifice of a calibrated size is
used. It meters the amount of crankcase vapors
drawn out of the engine.
(1) Check each CCV system tube (line) for leaks,
cracks, kinks or bends. Replace as necessary
(2) Disconnect each CCV tube.
(3) Remove fixed orifice fitting from valve cover.
(4) Blow compressed air through each tube, and
the fixed orifice fitting. Check for blockage or restric-
tions. If cleaning is necessary, spray a soapy-type all-
purpose cleaner into each component and blow out.
After restriction is cleared, rinse out component with
clear water. Blow water from component and install
Fig. 1 CRANKCASE VENTILATION (CCV) FITTING - to vehicle. To prevent damage to plastic compo-
4.0L nents, never spray carburetor-type cleaner into
1 - AIR CLEANER ASSEMBLY any of the plastic tubes or the fixed orifice fit-
2 - AIR INTAKE TUBE ting. Never attempt to clean the fixed orifice
3 - FIXED ORIFICE FITTING
4 - VACUUM LINE fitting with a metal object as calibration could
5 - AIR INLET FITTING be affected. If fixed fitting cannot be cleared,
replace it.
OPERATION - CCV SYSTEM
The CCV system performs the same function as a
conventional PCV system, but does not use a vacuum
controlled valve.
PCV VALV E
DESCRIPTION
2. 4L
The 2.4L 4-cylinder engine is equipped with a
closed crankcase ventilation system and a Positive
Crankcase Ventilation (PCV) valve.
This system consists of:
a PCV valve attached to the left/front side of the
valve cover (Fig. 2). It is secured with 1 bolt. An
o-ring is used to seal valve to valve cover (Fig. 3).
Another type of threaded PCV valve may be used
(Fig. 4).
the air cleaner housing
tubes and hoses to connect the system compo-
nents.
Fig. 3 PCV VALVE AND O-RING - 2.4L

1 - PCV VALVE
2 - O-RING
3 - MOUNTING BOLT
Fig. 2 PCV VALVE LOCATION - 2.4L

1 - PCV VALVE
2 - HOSE
3 - MOUNTING BOLT
4 - VALVE COVER (LEFT SIDE)
Fig. 4 PCV VALVE - 2.4L - THREADED

1 - PCV VALVE (THREADED)
2 - VALVE COVER (LEFT SIDE)
PCV VALV E (Cont inue d)
OPERATION
2. 4L
The PCV system operates by engine intake mani-
fold vacuum. Filtered air is routed into the crankcase
through the air cleaner hose and crankcase breath-
er(s) (if used). The metered air, along with crankcase
vapors, are drawn through the PCV valve and into a
passage in the intake manifold. The PCV system Fig. 7 MODERATE INTAKE MANIFOLD VACUUM -
manages crankcase pressure and meters blow-by MAXIMUM VAPOR FLOW
gases to the intake system, reducing engine sludge
formation.
REMOVAL
The PCV valve contains a spring loaded plunger. 2. 4L
This plunger meters the amount of crankcase vapors
The PCV valve is attached to the left/front side of
routed into the combustion chamber based on intake
the valve cover (Fig. 2). It is secured with 1 bolt. An
manifold vacuum.
o-ring is used to seal valve to valve cover (Fig. 3).
TYPICAL PCV valves are shown in (Fig. 5), (Fig.
Another type of threaded PCV valve may be used
6) and (Fig. 7).
(Fig. 4).
When the engine is not operating, or during an
(1) Remove hose from valve. Check condition of
engine pop-back, the spring forces the plunger back
hose.
against the seat (Fig. 5). This will prevent vapors
(2) Bolted PCV Valve:
from flowing through the valve.
(a) Remove 1 bolt.
(b) Remove PCV valve from valve cover.
(c) Check condition of valve o-ring.
(3) Threaded PCV Valve:
(a) Unscrew valve from valve cover.
EVAP/PU RGE SOLEN OI D
Fig. 5 ENGINE OFF OR ENGINE BACKFIRE - NO

DESCRIPTION
The duty cycle EVAP canister purge solenoid (DCP)
VAPOR FLOW
regulates the rate of vapor flow from the EVAP can-
During periods of high manifold vacuum, such as ister to the intake manifold. The Powertrain Control
idle or cruising speeds, vacuum is sufficient to com- Module (PCM) operates the solenoid.
pletely compress spring. It will then pull the plunger
to the top of the valve (Fig. 6). In this position there OPERATION
is minimal vapor flow through the valve. During the cold start warm-up period and the hot
start time delay, the PCM does not energize the sole-
noid. When de-energized, no vapors are purged. The
PCM de-energizes the solenoid during open loop oper-
ation.
The engine enters closed loop operation after it
reaches a specified temperature and the time delay
ends. During closed loop operation, the PCM cycles
(energizes and de-energizes) the solenoid 5 or 10
times per second, depending upon operating condi-
Fig. 6 HIGH INTAKE MANIFOLD VACUUM - MINIMAL tions. The PCM varies the vapor flow rate by chang-
VAPOR FLOW ing solenoid pulse width. Pulse width is the amount
During periods of moderate manifold vacuum, the of time that the solenoid is energized. The PCM
plunger is only pulled part way back from inlet. This adjusts solenoid pulse width based on engine operat-
results in maximum vapor flow through the valve ing condition.
(Fig. 7).
EVAP/PU RGE SOLEN OI D (Cont inue d)
REMOVAL cap. Relief valves inside the cap will release fuel tank
The duty cycle EVAP canister purge solenoid is pressure at predetermined pressures. Fuel tank vac-
located in the engine compartment near the front of uum will also be released at predetermined values.
the brake master cylinder (Fig. 8). It is attached to a This cap must be replaced by a similar unit if
slip-on type bracket. replacement is necessary. This is in order for the sys-
The EVAP System Test Port is located near the tem to remain effective.
EVAP/Purge Solenoid (Fig. 8).
CAUTION: Remove fill cap before servicing any fuel
(1) Disconnect electrical wiring connector at sole-
system component to relieve tank pressure. If
noid.
equipped with a California emissions package and a
(2) Disconnect vacuum lines/hoses at solenoid.
Leak Detection Pump (LDP), the cap must be tight-
(3) Lift solenoid and rubber solenoid support from
ened securely. If cap is left loose, a Diagnostic
mounting bracket.
Trouble Code (DTC) may be set.
REMOVAL
If replacement of the 1/4 turn fuel tank filler tube
cap is necessary, it must be replaced with an identi-
cal cap to be sure of correct system operation.
CAUTION: Remove the fuel tank filler tube cap to

relieve fuel tank pressure. The cap must be
removed prior to disconnecting any fuel system
component or before draining the fuel tank.
LEAK DET ECT I ON PU M P

DESCRIPTION
The Leak Detection Pump (LDP) is attached to a
bracket located to the rear of the right / rear tire
under the plastic wheelhouse liner.
Vehicles equipped with JTEC engine control mod-
ules use a leak detection pump. Vehicles equipped
Fig. 8 EVAP/PURGE SOLENOID with NGC engine control modules use an NVLD
1 - EVAP SYSTEM TEST PORT
pump. Refer to Natural Vacuum - Leak Detection
2 - EVAP/PURGE SOLENOID (NVLD) for additional information.
3 - FRONT OF BRAKE MASTER CYLINDER The evaporative emission system is designed to
4 - SOLENOID MOUNTING BRACKET
prevent the escape of fuel vapors from the fuel sys-
tem (Fig. 9). Leaks in the system, even small ones,
INSTALLATION can allow fuel vapors to escape into the atmosphere.
(1) Install purge solenoid and rubber support to its Government regulations require onboard testing to
mounting bracket. make sure that the evaporative (EVAP) system is
(2) Connect vacuum harness and wiring connector. functioning properly. The leak detection system tests
for EVAP system leaks and blockage. It also performs
self-diagnostics. During self-diagnostics, the Power-
FU EL FI LLER CAP train Control Module (PCM) first checks the Leak
Detection Pump (LDP) for electrical and mechanical
DESCRIPTION faults. If the first checks pass, the PCM then uses
The plastic fuel tank filler tube cap is threaded the LDP to seal the vent valve and pump air into the
onto the end of the fuel fill tube. Certain models are system to pressurize it. If a leak is present, the PCM
equipped with a 1/4 turn cap. will continue pumping the LDP to replace the air
that leaks out. The PCM determines the size of the
OPERATION leak based on how fast/long it must pump the LDP
The loss of any fuel or vapor out of fuel filler tube as it tries to maintain pressure in the system.
is prevented by the use of a pressure-vacuum fuel fill
LEAK DET ECT I ON PU M P (Cont inue d)
switch in the LDP allows the PCM to monitor the posi-
tion of the LDP diaphragm. The PCM uses the reed
switch input to monitor how fast the LDP is pumping
air into the EVAP system. This allows detection of leaks
and blockage. The LDP assembly consists of several
parts (Fig. 10). The solenoid is controlled by the PCM,
and it connects the upper pump cavity to either engine
vacuum or atmospheric pressure. A vent valve closes the
EVAP system to atmosphere, sealing the system during
leak testing. The pump section of the LDP consists of a
diaphragm that moves up and down to bring air in
through the air filter and inlet check valve, and pump it
out through an outlet check valve into the EVAP sys-
tem. The diaphragm is pulled up by engine vacuum,
and pushed down by spring pressure, as the LDP sole-
noid turns on and off. The LDP also has a magnetic
reed switch to signal diaphragm position to the PCM.
When the diaphragm is down, the switch is closed,
which sends a 12 V (system voltage) signal to the PCM.
When the diaphragm is up, the switch is open, and
there is no voltage sent to the PCM. This allows the
PCM to monitor LDP pumping action as it turns the
LDP solenoid on and off.
Fig. 9 SYSTEM COMPONENTS
1 - Throttle Body
2 - Service Vacuum Supply Tee (SVST)
3 - LDP Solenoid
4 - EVAP System Air Filter
5 - LDP Vent Valve
6 - EVAP Purge Orifice
7 - EVAP Purge Solenoid
8 - Service Port
9 - To Fuel Tank
10 - EVAP Canister
11 - LDP
12 - Intake Air Plenum
EVAP LEAK DETECTION SYSTEM COMPONENTS

Service Port: Used with special tools like the Miller
Evaporative Emissions Leak Detector (EELD) to test
for leaks in the system.
EVAP Purge Solenoid: The PCM uses the EVAP
purge solenoid to control purging of excess fuel
vapors stored in the EVAP canister. It remains closed
during leak testing to prevent loss of pressure.
EVAP Canister: The EVAP canister stores fuel
vapors from the fuel tank for purging.
EVAP Purge Orifice: Limits purge volume.
EVAP System Air Filter: Provides air to the LDP Fig. 10 EVAP LEAK DETECTION SYSTEM
for pressurizing the system. It filters out dirt while COMPONENTS
allowing a vent to atmosphere for the EVAP system. 1 - Reed Switch
2 - Solenoid
3 - Spring
OPERATION 4 - Pump Cavity
The main purpose of the LDP is to pressurize the fuel 5 - Diaphragm
system for leak checking. It closes the EVAP system 6 - Inlet Check Valve
7 - Vent Valve
vent to atmospheric pressure so the system can be pres- 8 - From Air Filter
surized for leak testing. The diaphragm is powered by 9 - To Canister
engine vacuum. It pumps air into the EVAP system to 10 - Outlet Check Valve
11 - Engine Vacuum
develop a pressure of about 7.59 H2O (1/4) psi. A reed
LDP AT REST (NOT POWERED) DIAPHRAGM UPWARD MOVEMENT
When the LDP is at rest (no electrical/vacuum) the When the PCM energizes the LDP solenoid, the
diaphragm is allowed to drop down if the internal solenoid blocks the atmospheric port leading through
(EVAP system) pressure is not greater than the the EVAP air filter and at the same time opens the
return spring. The LDP solenoid blocks the engine engine vacuum port to the pump cavity above the
vacuum port and opens the atmospheric pressure diaphragm. The diaphragm moves upward when vac-
port connected through the EVAP system air filter. uum above the diaphragm exceeds spring force. This
The vent valve is held open by the diaphragm. This upward movement closes the vent valve. It also
allows the canister to see atmospheric pressure (Fig. causes low pressure below the diaphragm, unseating
11). the inlet check valve and allowing air in from the
EVAP air filter. When the diaphragm completes its
upward movement, the LDP reed switch turns from
closed to open (Fig. 12).
Fig. 11 LDP AT REST

1 - Diaphragm
2 - Inlet Check Valve (Closed)
3 - Vent Valve (Open)
4 - From Air Filter
Fig. 12 DIAPHRAGM UPWARD MOVEMENT
5 - To Canister 1 - Diaphragm
6 - Outlet Check Valve (Closed) 2 - Inlet Check Valve (Open)
7 - Engine Vacuum (Closed) 3 - Vent Valve (Closed)
4 - From Air Filter
5 - To Canister
6 - Outlet Check Valve (Closed)
7 - Engine Vacuum (Open)
DIAPHRAGM DOWNWARD MOVEMENT reed switch changes from open to closed, indicating
Based on reed switch input, the PCM de-energizes the that the diaphragm has moved down. At other times
LDP solenoid, causing it to block the vacuum port, and during the test, the PCM will rapidly cycle the LDP
open the atmospheric port. This connects the upper solenoid on and off to quickly pressurize the system.
pump cavity to atmosphere through the EVAP air filter. During rapid cycling, the diaphragm will not move
The spring is now able to push the diaphragm down. enough to change the reed switch state. In the state
The downward movement of the diaphragm closes the of rapid cycling, the PCM will use a fixed time inter-
inlet check valve and opens the outlet check valve val to cycle the solenoid. If the system does not pass
pumping air into the evaporative system. The LDP reed the EVAP Leak Detection Test, the following DTCs
switch turns from open to closed, allowing the PCM to may be set:
monitor LDP pumping (diaphragm up/down) activity P0442 - EVAP LEAK MONITOR 0.0409 LEAK
(Fig. 13). During the pumping mode, the diaphragm will DETECTED
not move down far enough to open the vent valve. The P0455 - EVAP LEAK MONITOR LARGE LEAK
pumping cycle is repeated as the solenoid is turned on DETECTED
and off. When the evaporative system begins to pressur- P0456 - EVAP LEAK MONITOR 0.0209 LEAK
ize, the pressure on the bottom of the diaphragm will DETECTED
begin to oppose the spring pressure, slowing the pump- P1486 - EVAP LEAK MON PINCHED HOSE
ing action. The PCM watches the time from when the FOUND
solenoid is de-energized, until the diaphragm drops P1494 - LEAK DETECTION PUMP SW OR
down far enough for the reed switch to change from MECH FAULT
opened to closed. If the reed switch changes too quickly, P1495 - LEAK DETECTION PUMP SOLENOID
a leak may be indicated. The longer it takes the reed CIRCUIT
switch to change state, the tighter the evaporative sys-
tem is sealed. If the system pressurizes too quickly, a REMOVAL
restriction somewhere in the EVAP system may be indi- The Leak Detection Pump (LDP), LDP Filter, and
cated. EVAP canister are attached to a common support
bracket. This support assembly is located to the rear
of the right / rear tire under the plastic wheelhouse
liner (Fig. 14). The LDP filter is also located near the
EVAP canister (Fig. 15). The LDP and LDP filter are
replaced (serviced) as one unit.
Fig. 13 DIAPHRAGM DOWNWARD MOVEMENT

1 - Diaphragm
2 - Inlet Check Valve (Closed)
3 - Vent Valve (Closed)
4 - From Air Filter
5 - To Canister
6 - Outlet Check Valve (Open)
7 - Engine Vacuum (Closed)
PUMPING ACTION
Fig. 14 EVAP CANISTER / LDP LOCATION
Action : During portions of this test, the PCM uses
1 - RIGHT / REAR FENDER (WHEELHOUSE)
the reed switch to monitor diaphragm movement. 2 - VERTICAL SUPPORT BRACKET
The solenoid is only turned on by the PCM after the 3 - EVAP CANISTER
(1) Remove right/rear tire/wheel.
(2) Remove wheelhouse liner at right/rear wheel.
(3) Remove vertical support bracket (Fig. 14) to
gain access to 2 ORVR vapor lines.
(4) Two vapor lines connect the fuel tank to the
EVAP canister and Leak Detection Pump (LDP). This
connection is made near the right/rear corner of the
fuel tank. Carefully disconnect these 2 vapor lines
(Fig. 15) near top of flow management valve. Be very
careful not to bend or kink the vapor lines. If lines
leak, a Diagnostic Trouble Code (DTC) will be set.
(5) Remove common support bracket assembly
(Fig. 16) containing LDP pump, LDP filter and EVAP
canister from vehicle. While lowering this assembly,
disconnect LDP electrical connector (Fig. 16) at LDP
pump. Do not allow the assembly to hang from
the wire harness.
(6) Carefully separate hose at bottom of LDP filter.
(7) Carefully remove vapor/vacuum lines at LDP.
(8) If necessary, remove LDP filter mounting bolt
and remove filter.
(9) Remove EVAP canister from common support
bracket by removing 4 nuts (Fig. 16). Fig. 16 COMMON SUPPORT BRACKET ASSEMBLY
(10) Remove 3 LDP mounting bolts (Fig. 17) and 1 - LDP FILTER
remove LDP from support bracket. 2 - COMMON SUPPORT BRACKET
3 - EVAP CANISTER NUTS (4)
4 - EVAP CANISTER
5 - LDP
6 - LDP ELEC. CONNECT.
Fig. 15 DISCONNECTING ORVR VAPOR LINES

1 - EVAP CANISTER
2 - LDP FILTER
3 - LDP
4 - FLOW MANAGEMENT VALVE Fig. 17 LDP MOUNTING BOLTS
5 - FUEL TANK
6 - VAPOR LINES (2) 1 - COMMON SUPPORT BRACKET
2 - LDP MOUNTING BOLTS (3)
INSTALLATION (5) Raise assembly into position while connecting

The Leak Detection Pump (LDP), LDP Filter, and electrical connector to LDP. Do not allow this assem-
EVAP canister are attached to a common support bly to hang from the wire harness. While assembly is
bracket. This support assembly is located to the rear still being supported, connect 2 vapor lines to fuel
of the right / rear tire under the plastic wheelhouse tank. This connection is made near the right/rear cor-
liner (Fig. 14). The LDP filter is also located near the ner of the fuel tank. Carefully connect these 2 vapor
EVAP canister (Fig. 15). The LDP and LDP filter are lines (Fig. 15) near top of flow management valve.
replaced (serviced) as one unit. Be very careful not to bend or kink the vapor
(1) Install LDP and 3 mounting bolts to common lines. If lines leak, a Diagnostic Trouble Code
support bracket. Tighten bolts to 1 Nm (11 in. lbs.) (DTC) will be set.
torque. (6) Position common support bracket assembly to
(2) If necessary, install LDP filter to common sup- body. Install and tighten bolts.
port bracket. Tighten bolt to 7 Nm (65 in. lbs.) (7) Install vertical support bracket (Fig. 14).
torque. (8) Install wheelhouse liner at right/rear wheel.
(3) Install EVAP canister to common support (9) Install right/rear tire/wheel.
bracket and install 4 mounting nuts (Fig. 16).
(4) Carefully install vapor/vacuum lines to LDP,
LDP filter and EVAP canister. The vapor/vacuum
ORV R
lines and hoses must be firmly connected.
Check the vapor/vacuum lines at the LDP, LDP DESCRIPTION
filter and EVAP canister purge solenoid for The ORVR (On-Board Refueling Vapor Recovery)
damage or leaks. If a leak is present, a Diagnos- system consists of a unique fuel tank, flow manage-
tic Trouble Code (DTC) will be set. ment valve, fluid control valve, one-way check valve
and EVAP (vapor) canister (Fig. 18), or (Fig. 19).

ORV R (Cont inue d)
operator), and fuel then rises up the fuel filler tube to
shut off the dispensing nozzle.
VACU U M LI N ES
DESCRIPTION
A vacuum schematic for emission related items can
be found on the VECI label. Refer to Vehicle Emis-
sion Control Information (VECI) Label for label loca-
tion.
VAPOR CAN I ST ER
DESCRIPTION
The EVAP (vapor) canister, Leak Detection Pump
(LDP) and LDP Filter are attached to a common sup-
port bracket. This support assembly is located to the
rear of the right / rear tire under the plastic wheel-
house liner (Fig. 14).
Fig. 19 ORVR VAPOR LINES OPERATION

1 - EVAP CANISTER A maintenance free, EVAP canister is used on all
2 - LDP FILTER vehicles. The EVAP canister is filled with granules of
3 - LDP
4 - FLOW MANAGEMENT VALVE
an activated carbon mixture. Fuel vapors entering
5 - FUEL TANK the EVAP canister are absorbed by the charcoal gran-
6 - VAPOR LINES (2) ules.
Fuel tank pressure vents into the EVAP canister.
OPERATION Fuel vapors are temporarily held in the canister until
The ORVR (On-Board Refueling Vapor Recovery) they can be drawn into the intake manifold. The duty
system is used to remove excess fuel tank vapors. cycle EVAP canister purge solenoid allows the EVAP
This is done while the vehicle is being refueled. canister to be purged at predetermined times and at
Fuel flowing into the fuel filler tube (approx. 1 I.D.) certain engine operating conditions.
creates an aspiration effect drawing air into the fuel fill The EVAP canister is also to be considered as part
tube. During refueling, the fuel tank is vented to the of the ORVR system.
EVAP canister to capture escaping vapors. With air
flowing into the filler tube, there are no fuel vapors REMOVAL
escaping to the atmosphere. Once the refueling vapors The Leak Detection Pump (LDP), LDP Filter, and
are captured by the EVAP canister, the vehicles com- EVAP canister are attached to a common support
puter controlled purge system draws vapor out of the bracket. This support assembly is located to the rear
canister for the engine to burn. The vapor flow is of the right / rear tire under the plastic wheelhouse
metered by the purge solenoid so that there is no, or liner (Fig. 14).
minimal impact on driveability or tailpipe emissions. For EVAP canister removal procedures, refer to
As fuel starts to flow through the fuel fill tube, it Leak Detection Pump Removal/Installation.
opens the normally closed check valve and enters the
fuel tank. Vapor or air is expelled from the tank INSTALLATION
through the control valve and on to the vapor canister. The Leak Detection Pump (LDP), LDP Filter, and
Vapor is absorbed in the EVAP canister until vapor flow EVAP canister are attached to a common support
in the lines stops. This stoppage occurs following fuel bracket. This support assembly is located to the rear
shut-off, or by having the fuel level in the tank rise high of the right / rear tire under the plastic wheelhouse
enough to close the control valve. This control valve con- liner (Fig. 14).
tains a float that rises to seal the large diameter vent For EVAP canister installation procedures, refer to
path to the EVAP canister. At this point in the refueling Leak Detection Pump Removal/Installation.
process, fuel tank pressure increases, the check valve
closes (preventing liquid fuel from spiting back at the
TJ INDEX 1
Description Group-Page Description Group-Page Description Group-Page
INDEX
A-PILLAR TRIM . . . . . . . . . . . . . . . . . . . . . . 23-58 CLUSTER BEZEL . . . . . . . . . . . . . . . . . . . . . 23-41 FOG LAMP - REAR . . . . . . . . . . . . . . . . . . . 8L-18
A/C COMPRESSOR CLUTCH RELAY . . . . . . 24-14 CLUTCH DISC . . . . . . . . . . . . . . . . . . . . . . . . . 6-6 FOG LAMP INDICATOR . . . . . . . . . . . . . . . . 8J-26
A/C COMPRESSOR CLUTCH/COIL . . . . . . . . 24-10 CLUTCH PEDAL POSITION SWITCH . . . . . . . 6-10 FOG LAMP RELAY . . . . . . . . . . . . . . . . . . . . 8L-16
A/C COMPRESSOR . . . . . . . . . . . . . . . . . . . 24-53 CLUTCH PEDAL . . . . . . . . . . . . . . . . . . . . . . . 6-10 FOG LAMP UNIT - REAR . . . . . . . . . . . . . . . 8L-17
A/C CONDENSER . . . . . . . . . . . . . . . . . . . . . 24-56 CLUTCH RELEASE BEARING . . . . . . . . . . . . . . 6-7 FOG LAMP UNIT . . . . . . . . . . . . . . . . . . . . . 8L-13
A/C DISCHARGE LINE . . . . . . . . . . . . . . . . . 24-58 CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 FOG LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-15
A/C EVAPORATOR . . . . . . . . . . . . . . . . . . . . 24-59 COIL RAIL - 4.0L . . . . . . . . . . . . . . . . . . . . . 8I-10 FRAME & BUMPERS . . . . . . . . . . . . . . . . . . . 13-1
A/C HEATER CONTROL . . . . . . . . . . . . . . . . 24-15 COLLAPSIBLE SPACER . . . . . . . . . . . 3-37, 3-103 FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-3
A/C HIGH PRESSURE SWITCH . . . . . . . . . . 24-21 COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-6 FRONT AXLE - 181FBI . . . . . . . . . . . . . . . . . . 3-15
A/C LOW PRESSURE SWITCH . . . . . . . . . . . 24-22 COMBINATION FLASHER . . . . . . . . . . . . . . . 8L-10 FRONT AXLE - 216FBI . . . . . . . . . . . . . . . . . . 3-49
A/C ORIFICE TUBE . . . . . . . . . . . . . . . . . . . . 24-60 COMBINATION VALVE . . . . . . . . . . . . . . . . . . 5-27 FRONT BUMPER . . . . . . . . . . . . . . . . . . . . . . 13-2
ABS INDICATOR . . . . . . . . . . . . . . . . . . . . . . 8J-20 COMMUNICATION . . . . . . . . . . . . . . . . . . . . . 8E-1 FRONT CARPET . . . . . . . . . . . . . . . . . . . . . . 23-52
ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . 14-22 CONNECTING ROD BEARINGS . . . . . . . 9-34, 9-98 FRONT CHECK VALVE . . . . . . . . . . . . . . . . . . 8R-8
ACCESSORY DRIVE . . . . . . . . . . . . . . . . . . . . 7-14 CONNECTOR . . . . . . . . . . . . . . . . . . . . . 8W-01-11 FRONT EXTENSION . . . . . . . . . . . . . . . . . . . . 13-2
ACCESSORY SWITCH BEZEL . . . . . . . . . . . . 23-36 CONNECTOR/GROUND/SPLICE FRONT LOCK INDICATOR . . . . . . . . . . . . . . 8J-27
ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . 21-138 LOCATION . . . . . . . . . . . . . . . . . . . . . . . . 8W-91-1 FRONT MOUNT . . . . . . . . . . . . . . . . . 9-46, 9-115
ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . 24-61 CONSOLE LOCK CYLINDER . . . . . . . . . . . . . 23-57 FRONT OUTPUT SHAFT SEAL . . . 21-223, 21-261
ADAPTER HOUSING SEAL . . . . . . . . . . . . . 21-138 CONTROLLER ANTILOCK BRAKE . . . . . . . . . 8E-2 FRONT PARK/TURN SIGNAL LAMP UNIT . . 8L-19
ADD-A-TRUNK . . . . . . . . . . . . . . . . . . . . . . . 23-51 COOLANT RECOVERY CONTAINER . . . . . . . . 7-24 FRONT PARK/TURN SIGNAL LAMP . . . . . . . 8L-19
AIR CLEANER ELEMENT - 2.4L . . . . . . . . . . . 9-20 COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23 FRONT SEAT BACK COVER . . . . . . . . . . . . . 23-69
AIR CLEANER ELEMENT . . . . . . . . . . . . . . . . 9-84 COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1 FRONT SEAT BACK DUMP CABLE . . . . . . . . 23-72
AIR CLEANER HOUSING . . . . . . . . . . . 9-20, 9-84 COWL GRILLE AND SCREEN . . . . . . . . . . . . 23-27 FRONT SEAT BACK RECLINER CABLE . . . . . 23-70
AIR OUTLETS . . . . . . . . . . . . . . . . . . . . . . . 24-33 CRANKSHAFT MAIN BEARINGS . . . . . 9-38, 9-101 FRONT SEAT BACK RECLINER/COVER . . . . 23-70
AIRBAG CONTROL MODULE . . . . . . . . . . . . . 8O-8 CRANKSHAFT OIL SEAL - FRONT . . . 9-39, 9-106 FRONT SEAT BACK . . . . . . . . . . . . . . . . . . . 23-69
AIRBAG INDICATOR . . . . . . . . . . . . . . . . . . . 8J-21 CRANKSHAFT OIL SEAL - REAR . . . . 9-41, 9-106 FRONT SEAT BELT & RETRACTOR . . . . . . . 8O-24
AMPLIFIED SUBWOOFER . . . . . . . . . . . . . . . 8A-3 CRANKSHAFT POSITION SENSOR . . . . . . . . . 14-23 FRONT SEAT BELT BUCKLE . . . . . . . . . . . . 8O-26
ANTENNA BODY & CABLE . . . . . . . . . . . . . . 8A-4 CRANKSHAFT . . . . . . . . . . . . . . . . . . . 9-34, 9-101 FRONT SEAT CUSHION COVER . . . . . . . . . . 23-70
AUDIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-1 CRUISE INDICATOR . . . . . . . . . . . . . . . . . . . 8J-25 FRONT SEAT FOLDING RELEASE CABLE . . . 23-71
AUTO SHUT DOWN RELAY . . . . . . . . . . . . . . 8I-4 CYLINDER HEAD COVER . . . . . . . . . . . . . . . . 9-27 FRONT SEAT TRACK ADJUSTER . . . . . . . . . 23-72
AUTOMATIC DAY / NIGHT MIRROR . . . . . . . 8N-1 CYLINDER HEAD COVER(S) . . . . . . . . . . . . . 9-88 FRONT SEAT . . . . . . . . . . . . . . . . . . . . . . . . 23-68
AUTOMATIC TRANSMISSION - 42RLE . . . . 21-72 CYLINDER HEAD . . . . . . . . . . . . . . . . . 9-21, 9-85 FRONT TOW HOOK . . . . . . . . . . . . . . . . . . . 13-10
AXLE BEARINGS . . . . . . . . . . . . . . . 3-101, 3-135 DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-18 FRONT WASHER HOSES/TUBES . . . . . . . . . 8R-10
AXLE LOCK SWITCH . . . . . . . . . . . . . . . . . . 23-37 DATA LINK CONNECTOR . . . . . . . . . . . . . . . . 8E-3 FRONT WASHER NOZZLE . . . . . . . . . . . . . . 8R-10
AXLE SHAFT SEALS . . . . . . . . . 3-33, 3-67, 3-100 DAYTIME RUNNING LAMP MODULE . . . . . . 8L-12 FRONT WASHER PUMP MOTOR . . . . . . . . . 8R-11
AXLE SHAFTS . . . . . . . . 3-32, 3-66, 3-100, 3-134 DEFROSTER DUCT . . . . . . . . . . . . . . . . . . . 24-38 FRONT WHEEL SPEED SENSOR . . . . . . . . . . 5-41
BALANCE SHAFT CARRIER . . . . . . . . . . . . . . 9-65 DIFFERENTIAL - TRAC-LOK . . . . . . . . . . . . . 3-108 FRONT WIPER ARM . . . . . . . . . . . . . . . . . . 8R-13
BALANCE SHAFT CHAIN . . . . . . . . . . . . . . . . 9-66 DIFFERENTIAL - TRU-LOK PUMP . . . 3-77, 3-152 FRONT WIPER BLADE . . . . . . . . . . . . . . . . . 8R-14
BALANCE SHAFTS AND CARRIER DIFFERENTIAL - TRU-LOK . . . . . . . . . 3-71, 3-146 FRONT WIPER MODULE . . . . . . . . . . . . . . . 8R-15
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . 9-61 DIFFERENTIAL -TRAC-LOK . . . . . . . . . . . . . 3-141 FRONT WIPERS/WASHERS . . . . . . . . . . . . . . 8R-1
BASE TRIM . . . . . . . . . . . . . . . . . . . . . . . . . 23-39 DIFFERENTIAL CASE BEARINGS . . . . 3-43, 3-112, FUEL DELIVERY . . . . . . . . . . . . . . . . . . . . . . . 14-1
BASECOAT/CLEARCOAT FINISH . . . . . . . . . . 23-62 3-154 FUEL FILLER CAP . . . . . . . . . . . . . . . . . . . . 25-14
BATTERY CABLES . . . . . . . . . . . . . . . . . . . . 8F-16 DIFFERENTIAL COVER . . 3-38, 3-70, 3-105, 3-138 FUEL FILTER/PRESSURE REGULATOR . . . . . 14-5
BATTERY HOLDDOWN . . . . . . . . . . . . . . . . . 8F-14 DIFFERENTIAL . . . . . . . . . . . . 3-39, 3-105, 3-139 FUEL GAUGE . . . . . . . . . . . . . . . . . . . . . . . . 8J-29
BATTERY SYSTEM . . . . . . . . . . . . . . . . . . . . . 8F-1 DIODE . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-01-14 FUEL INJECTION . . . . . . . . . . . . . . . . . . . . . 14-21
BATTERY TEMPERATURE SENSOR . . . . . . . 8F-23 DISC BRAKE CALIPERS . . . . . . . . . . . . . . . . . 5-10 FUEL INJECTOR . . . . . . . . . . . . . . . . . . . . . . 14-26
BATTERY TRAY . . . . . . . . . . . . . . . . . . . . . . 8F-19 DOME LAMP UNIT . . . . . . . . . . . . . . . . . . . 8L-32 FUEL LEVEL SENDING UNIT / SENSOR . . . . 14-6
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-7 DOME LAMP . . . . . . . . . . . . . . . . . . . . . . . . 8L-33 FUEL LINES . . . . . . . . . . . . . . . . . . . . . . . . . . 14-7
BEARINGS . . . . . . . . . . . . . . . . . . . . . . . . . 21-139 DOOR AJAR SWITCH . . . . . . . . . . . . . . . . . 8L-33 FUEL PUMP MODULE . . . . . . . . . . . . . . . . . . 14-8
BELT TENSIONERS . . . . . . . . . . . . . . . . . . . . 7-14 DOOR GLASS . . . . . . . . . . . . . . . . . . . . . . . 23-17 FUEL PUMP RELAY . . . . . . . . . . . . . . . . . . . 14-27
BLEND DOOR ACTUATOR . . . . . . . . . . . . . . 24-23 DOOR OPENING FRAME . . . . . . . . . . . . . . . 23-67 FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . 14-8
BLEND DOOR . . . . . . . . . . . . . . . . . . . . . . . 24-34 DOOR . . . . . . . . . . . . . . . . . . . . . . . . 23-17, 23-23 FUEL RAIL - 4.0L ENGINE . . . . . . . . . . . . . . 14-12
BLOWER MOTOR RELAY . . . . . . . . . . . . . . . 24-24 DOUBLE CARDAN UNIVERSAL JOINTS . . . . . 3-11 FUEL RAIL/FUEL DAMPER - 2.4L . . . . . . . . 14-10
BLOWER MOTOR RESISTOR BLOCK . . . . . . 24-25 DRAG LINK . . . . . . . . . . . . . . . . . . . . . . . . . 19-19 FUEL TANK SKID PLATE . . . . . . . . . . . . . . . 13-10
BLOWER MOTOR SWITCH . . . . . . . . . . . . . 24-26 DRIVE BELTS - 2.4L . . . . . . . . . . . . . . . . . . . 7-16 FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . 14-13
BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . 24-34 DRIVER AIRBAG . . . . . . . . . . . . . . . . . . . . . 8O-19 FULL DOOR INNER BELT
BODY CODE PLATE . . . . . . . . . . . . . . . . . . Intro.-3 DRIVING CLUTCHES . . . . . . . . . . . . . . . . . 21-142 WEATHERSTRIP . . . . . . . . . . . . . . . . . . . . . 23-82
BODY DECALS . . . . . . . . . . . . . . . . . . . . . . . 23-26 DRUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19 FULL DOOR OUTER BELT SEAL . . . . . . . . . 23-82
BODY SIDE GUARD . . . . . . . . . . . . . . . . . . . 23-32 EMERGENCY TOW HOOKS . . . . . . . . . . . . . . 0-24 FULL DOOR WEATHERSTRIP . . . . . . . . . . . 23-83
BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1 EMISSIONS CONTROL . . . . . . . . . . . . . . . . . . 25-1 FUSE BLOCK . . . . . . . . . . . . . . . . . . . . . . 8W-97-3
BRAKE LAMP SWITCH . . . . . . . . . . . . . . . . . 8L-8 ENGINE 2.4L . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3 G-SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-42
BRAKE LINES . . . . . . . . . . . . . . . . . . . . . . . . . 5-8 ENGINE 4.0L . . . . . . . . . . . . . . . . . . . . . . . . . 9-68 GAP AND FLUSH . . . . . . . . . . . . . . . . . . . . . 23-86
BRAKE PADS/SHOES . . . . . . . . . . . . . . . . . . . 5-16 ENGINE BLOCK HEATER . . . . . . . . . . . . . . . . 7-25 GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . 21-145
BRAKE TRANSMISSION SHIFT ENGINE BLOCK . . . . . . . . . . . . . . . . . . 9-32, 9-95 GENERATOR DECOUPLER PULLEY . . . . . . . 8F-26
INTERLOCK MECHANISM . . . . . . . . . . . . . 21-139 ENGINE COOLANT TEMPERATURE GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . 8F-24
BRAKE/PARK BRAKE INDICATOR . . . . . . . . 8J-22 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27 GLASS RUN CHANNEL . . . . . . . . . . . . . . . . 23-20
BRAKES - ABS . . . . . . . . . . . . . . . . . . . . . . . . 5-39 ENGINE COOLANT THERMOSTAT . . . . . . . . . 7-28 GLOVE BOX CHECK STRAP . . . . . . . . . . . . . 23-44
BRAKES - BASE . . . . . . . . . . . . . . . . . . . . . . . . 5-2 ENGINE MOUNTING . . . . . . . . . . . . . . . . . . . 9-46 GLOVE BOX LATCH STRIKER . . . . . . . . . . . 23-44
CAMSHAFT & BEARINGS (IN BLOCK) . . . . . . 9-96 ENGINE OIL PRESSURE SENSOR . . . . . . . . 9-123 GLOVE BOX . . . . . . . . . . . . . . . . . . . . . . . . . 23-42
CAMSHAFT OIL SEAL(S) . . . . . . . . . . . . . . . . 9-24 ENGINE TEMPERATURE GAUGE . . . . . . . . . 8J-25 GRAB HANDLE BEZEL . . . . . . . . . . . . . . . . . 23-46
CAMSHAFT POSITION SENSOR - 2.4L . . . . . . 8I-5 EVAP/PURGE SOLENOID . . . . . . . . . . . . . . . 25-13 GRAB HANDLE . . . . . . . . . . . . . . . . . . . . . . 23-45
CAMSHAFT POSITION SENSOR - 4.0L . . . . . . 8I-7 EVAPORATIVE EMISSIONS . . . . . . . . . . . . . 25-10 HALF DOOR WEATHERSTRIP . . . . . . . . . . . 23-83
CAMSHAFT(S) . . . . . . . . . . . . . . . . . . . . . . . . 9-25 EXHAUST MANIFOLD . . . . . . . . . . . . . 9-55, 9-128 HARD TOP . . . . . . . . . . . . . . . . . . . . . . . . . . 23-64
CARGO AREA CARPET . . . . . . . . . . . . . . . . 23-52 EXHAUST PIPE . . . . . . . . . . . . . . . . . . . . . . . 11-6 HARD/SOFT TOP LATCH . . . . . . . . . . . . . . . 23-67
CATALYTIC CONVERTER . . . . . . . . . . . . . . . . 11-4 EXHAUST SYSTEM . . . . . . . . . . . . . . . . . . . . 11-1 HCU (HYDRAULIC CONTROL UNIT) . . . . . . . 5-43
CCV SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 25-11 EXHAUSTER . . . . . . . . . . . . . . . . . . . . . . . . 23-32 HEADLAMP LEVELING MOTOR . . . . . . . . . . 8L-21
CENTER BEZEL . . . . . . . . . . . . . . . . . . . . . . 23-40 EXTERIOR HANDLE . . . . . . . . . . . . . 23-19, 23-24 HEADLAMP LEVELING SWITCH . . . . . . . . . 8L-21
CENTER CARPET . . . . . . . . . . . . . . . . . . . . . 23-52 FAN DRIVE VISCOUS CLUTCH . . . . . . . . . . . 7-30 HEADLAMP . . . . . . . . . . . . . . . . . . . . . . . . . 8L-19
CENTER CONSOLE CUP HOLDER . . . . . . . . 23-56 FASTENER IDENTIFICATION . . . . . . . . . . . Intro.-6 HEAT SHIELDS . . . . . . . . . . . . . . . . . . . . . . . 11-8
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . 23-55 FASTENER USAGE . . . . . . . . . . . . . . . . . . . Intro.-9 HEATED GLASS . . . . . . . . . . . . . . . . . . . . . . . 8G-1
CENTER HIGH MOUNTED STOP LAMP FINESSE SANDING, BUFFING & HEATED MIRRORS . . . . . . . . . . . . . . . . . . . . 8G-7
UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8L-9 POLISHING . . . . . . . . . . . . . . . . . . . . . . . . . 23-62 HEATER CORE . . . . . . . . . . . . . . . . . . . . . . . 24-62
CENTER HIGH MOUNTED STOP LAMP . . . . 8L-10 FLOOR DISTRIBUTION DUCT . . . . . . . . . . . 24-39 HEATING & AIR CONDITIONING . . . . . . . . . . 24-1
CHARGING . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-21 FLOW MANAGEMENT VALVE . . . . . . . . . . . . 14-20 HIGH BEAM INDICATOR . . . . . . . . . . . . . . . 8J-30
CHECK GAUGES INDICATOR . . . . . . . . . . . . 8J-24 FLUID AND FILTER . . . . . . . . . . . . . . . . . . 21-142 HINGE . . . . . . . . . . . . . . . . . . 23-20, 23-24, 23-34
CHILD RESTRAINT ANCHOR . . . . . . . . . . . . 8O-12 FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . 0-6 HOISTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-21
CHIME WARNING SYSTEM . . . . . . . . . . . . . . 8B-1 FLUID RESERVOIR . . . . . . . . . . . . . . . . . . . . 5-22 HOLDING CLUTCHES . . . . . . . . . . . . . . . . . 21-146
CIGAR LIGHTER OUTLET . . . . . . . . . . . . 8W-97-2 FLUID TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . 0-2 HOOD SAFETY LATCH . . . . . . . . . . . . . . . . . 23-35
CLOCKSPRING . . . . . . . . . . . . . . . . . . . . . . 8O-14 FLYWHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7 HOOD TO COWL WEATHERSTRIP . . . . . . . . 23-82
2 INDEX TJ
HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-34 PILOT BEARING . . . . . . . . . . . . . . . . . . . . . . . 6-8 SEAL - OIL PUMP . . . . . . . . . . . . . . . . . . . 21-168
HORN SWITCH . . . . . . . . . . . . . . . . . . . . . . . 8H-2 PINION GEAR/RING GEAR . . . . 3-44, 3-79, 3-113 SEALER LOCATIONS . . . . . . . . . . . . . . . . . . 23-94
HORN SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 8H-1 PINION GEAR/RING GEAR/TONE RING . . . . 3-155 SEAT BELT SWITCH . . . . . . . . . . . . . . . . . . 8O-35
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8H-1 PINION SEAL . . . . . . . . . 3-35, 3-69, 3-101, 3-136 SEAT BELT TURNING LOOP ADJUSTER . . . 8O-36
HOSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-24 PISTON & CONNECTING ROD . . . . . . 9-42, 9-109 SEATBELT INDICATOR . . . . . . . . . . . . . . . . . 8J-36
HUB / BEARING . . . . . . . . . . . . . . . . . . . . . . . . 2-8 PISTON RINGS . . . . . . . . . . . . . . . . . . 9-44, 9-112 SENTRY KEY IMMOBILIZER MODULE . . . . . . 8E-8
HVAC HOUSING . . . . . . . . . . . . . . . . . . . . . . 24-40 PITMAN ARM . . . . . . . . . . . . . . . . . . . . . . . 19-19 SERVICE PORT VALVE CORE . . . . . . . . . . . . 24-66
HYDRAULIC LIFTERS . . . . . . . . . . . . . 9-30, 9-107 PLANETARY GEARTRAIN . . . . . . . . . . . . . . 21-167 SERVO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-4
IDLE AIR CONTROL MOTOR . . . . . . . . . . . . 14-28 PLUMBING . . . . . . . . . . . . . . . . . . . . . . . . . 24-48 SHIFT BEZEL - AUTOMATIC
IGNITION COIL - 2.4L . . . . . . . . . . . . . . . . . 8I-12 POSITION SENSOR . . . . . . . . . . . . . . . . . . 21-263 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 23-54
IGNITION CONTROL . . . . . . . . . . . . . . . . . . . . 8I-1 POWER BRAKE BOOSTER . . . . . . . . . . . . . . . 5-26 SHIFT BOOT . . . . . . . . . . . . . . . . . . . . . . . . 23-55
IGNITION SWITCH . . . . . . . . . . . . . . . . . . . . . 19-9 POWER DISTRIBUTION CENTER SHIFT INDICATOR (TRANSFER CASE) . . . . . 8J-37
INLET FILTER . . . . . . . . . . . . . . . . . . . . . . . . 14-16 SUPPORT BRACKET . . . . . . . . . . . . . . . 8W-97-12 SHIFT LEVER . . . . . . . . . . . . . . . . 21-227, 21-264
INPUT CLUTCH ASSEMBLY . . . . . . . . . . . . 21-146 POWER DISTRIBUTION CENTER . . . . . . . 8W-97-7 SHIFT MECHANISM . . . . . . . . . . . . . . . . . . 21-168
INPUT SPEED SENSOR . . . . . . . . . . . . . . . 21-163 POWER DISTRIBUTION . . . . . . . . . . . . . . 8W-97-1 SHOCK . . . . . . . . . . . . . . . . . . . . . . . . . 2-12, 2-18
INSIDE HANDLE ACTUATOR . . . . . . 23-21, 23-24 POWER OUTLET . . . . . . . . . . . . . . . . . . 8W-97-12 SHOES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-34
INSTRUMENT CLUSTER . . . . . . . . . . . . . . . . 8J-2 POWER STEERING PRESSURE SWITCH . . . 19-24 SIDE MARKER LAMP UNIT . . . . . . . . . . . . . 8L-28
INSTRUMENT PANEL ASSEMBLY . . . . . . . . 23-47 POWERTRAIN CONTROL MODULE . . . . . . . . 8E-3 SIDE MARKER LAMP . . . . . . . . . . . . . . . . . 8L-28
INSTRUMENT PANEL DEMISTER DUCTS . . 24-42 PROPELLER SHAFT - FRONT . . . . . . . . . . . . . 3-7 SIDE STEP . . . . . . . . . . . . . . . . . . . . . . . . . . 23-32
INSTRUMENT PANEL DUCTS . . . . . . . . . . . 24-43 PROPELLER SHAFT - REAR RUBICON . . . . . . 3-8 SIDE VIEW MIRROR . . . . . . . . . . . . . . . . . . 23-30
INTAKE AIR TEMPERATURE SENSOR . . . . . 14-29 PROPELLER SHAFT - REAR . . . . . . . . . . . . . . 3-7 SINGLE CARDAN UNIVERSAL JOINT . . 3-34, 3-68
INTAKE MANIFOLD . . . . . . . . . . . . . . . 9-54, 9-126 PROPELLER SHAFT . . . . . . . . . . . . . . . . . . . . . 3-1 SINGLE CARDAN UNIVERSAL JOINTS . . . . . . 3-9
INTAKE/EXHAUST VALVES & SEATS . . 9-29, 9-89 PULLEY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-25 SKIS INDICATOR . . . . . . . . . . . . . . . . . . . . . 8J-39
INTERNATIONAL SYMBOLS . . . . . . . . . . . . . . . 0-1 PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-20 SKIS INDICATOR . . . . . . . . . . . . . . . . . . . . . . 8Q-5
INTERNATIONAL SYMBOLS . . . . . . . . . . . Intro.-5 QUARTER GLASS . . . . . . . . . . . . . . . . . . . . 23-77 SOFT TOP FABRIC . . . . . . . . . . . . . . . . . . . . 23-67
IOD FUSE . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-5 QUICK CONNECT FITTING . . . . . . . . . . . . . . . 14-17 SOFT TOP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-65
JOUNCE BUMPER . . . . . . . . . . . . . . . . 2-10, 2-17 RADIATOR FAN RELAY . . . . . . . . . . . . . . . . . 7-43 SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . 21-169
JUMP STARTING . . . . . . . . . . . . . . . . . . . . . . 0-23 RADIATOR FAN . . . . . . . . . . . . . . . . . . . . . . . 7-42 SOLENOID/PRESSURE SWITCH ASSY . . . 21-170
KEY CYLINDER . . . . . . . . . . . . . . . . . . . . . . 19-11 RADIATOR GRILLE PANEL . . . . . . . . . . . . . 23-29 SPARE TIRE CARRIER . . . . . . . . . . . . . . . . . 22-11
KEY-IN IGNITION SWITCH . . . . . . . . . . . . . . 19-10 RADIATOR PRESSURE CAP . . . . . . . . . . . . . . 7-40 SPARE TIRE . . . . . . . . . . . . . . . . . . . . . . . . . 22-10
KNUCKLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10 RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33 SPARK PLUG CABLE . . . . . . . . . . . . . . . . . . 8I-17
LAMPS/LIGHTING - EXTERIOR . . . . . . . . . . . 8L-2 RADIO NOISE SUPPRESSION SPARK PLUG . . . . . . . . . . . . . . . . . . . . . . . . 8I-13
LAMPS/LIGHTING - INTERIOR . . . . . . . . . . 8L-32 COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . 8A-7 SPEAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-8
LATCH STRIKER . . . . . . . . . . . . . . . . 23-22, 23-25 RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8A-6 SPEED CONTROL . . . . . . . . . . . . . . . . . . . . . 8P-1
LATCH . . . . . . . . . . . . . . . . . . . . . . . 23-21, 23-24 REAR AXLE - 194RBI . . . . . . . . . . . . . . . . . . 3-84 SPEEDOMETER DRIVE ADAPTER . . . . . . . 21-228
LEAK DETECTION PUMP . . . . . . . . . . . . . . . 25-14 REAR AXLE - 216RBI . . . . . . . . . . . . . . . . . 3-118 SPEEDOMETER . . . . . . . . . . . . . . . . . . . . . . 8J-40
LEFT FRONT FENDER . . . . . . . . . . . . . . . . . 23-28 REAR BUMPER . . . . . . . . . . . . . . . . . . . . . . . 13-2 SPORT BAR - SPEAKER POD . . . . . . . . . . . 23-60
LEFT MULTI-FUNCTION SWITCH . . . . . . . . . 8L-23 REAR CHECK VALVE . . . . . . . . . . . . . . . . . . 8R-30 SPORT BAR . . . . . . . . . . . . . . . . . . . . . . . . . 23-57
LICENSE PLATE BRACKET . . . . . . . . . . . . . . 23-33 REAR EXTENSION SEAL . . . . . . . . . . . . . . 21-261 SPRING . . . . . . . . . . . . . . . . . . . . . . . . 2-13, 2-18
LIFTGATE GLASS HINGE . . . . . . . . . . . . . . . 23-13 REAR EXTENSION . . . . . . . . . . . . . . . . . . . . . 13-2 STABILIZER BAR . . . . . . . . . . . . . . . . . 2-14, 2-19
LIFTGATE GLASS SUPPORT CYLINDER . . . 23-15 REAR HEADER TRIM . . . . . . . . . . . . . . . . . . 23-58 STARTER MOTOR RELAY . . . . . . . . . . . . . . 8F-40
LIFTGATE GLASS WEATHERSTRIP . . . . . . . 23-14 REAR LOCK INDICATOR . . . . . . . . . . . . . . . 8J-35 STARTER MOTOR . . . . . . . . . . . . . . . . . . . . 8F-37
LIFTGATE GLASS . . . . . . . . . . . . . . . . . . . . . 23-14 REAR MOUNT . . . . . . . . . . . . . . . . . . 9-47, 9-116 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . 8F-31
LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8 REAR OUTPUT SHAFT SEAL . . . . . . . . . . . 21-224 STATIONARY GLASS . . . . . . . . . . . . . . . . . . 23-77
LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-17 REAR SEAT BACK COVER . . . . . . . . . . . . . . 23-74 STEERING COLUMN OPENING COVER . . . . 23-49
LIQUID LINE . . . . . . . . . . . . . . . . . . . . . . . . 24-63 REAR SEAT BACK HINGE . . . . . . . . . . . . . . 23-74 STEERING WHEEL . . . . . . . . . . . . . . . . . . . . 19-11
LOCK CYLINDER . . . . . . . . . . . . . . . 23-22, 23-25 REAR SEAT BACK . . . . . . . . . . . . . . . . . . . . 23-74 STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . 19-1
LOW FUEL INDICATOR . . . . . . . . . . . . . . . . 8J-31 REAR SEAT BELT & RETRACTOR . . . . . . . . 8O-33 STRUCTURAL ADHESIVE LOCATIONS . . . . 23-111
LOWER BALL JOINT . . . . . . . . . . . . . . . . . . . 2-10 REAR SEAT BELT BUCKLE . . . . . . . . . . . . . 8O-34 STRUCTURAL COLLAR . . . . . . . . . . . . . . . . . 9-46
LOWER CONTROL ARM . . . . . . . . . . . . 2-11, 2-17 REAR SEAT CUSHION COVER . . . . . . . . . . . 23-75 STRUCTURAL SUPPORT . . . . . . . . . . . . . . . 9-114
LUBRICATION . . . . . . . . . . . . . . . . . . . 9-49, 9-117 REAR SEAT RELEASE CABLE . . . . . . . . . . . 23-76 STUDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-13
MAINTENANCE SCHEDULES . . . . . . . . . . . . . . 0-7 REAR SEAT STRIKERS . . . . . . . . . . . . . . . . 23-76 SUCTION LINE . . . . . . . . . . . . . . . . . . . . . . . 24-67
MALFUNCTION INDICATOR LAMP (MIL) . . . 8J-32 REAR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . 23-73 SUNVISOR . . . . . . . . . . . . . . . . . . . . . . . . . . 23-54
MANUAL - NV1500 . . . . . . . . . . . . . . . . . . . . 21-1 REAR TOW HOOK . . . . . . . . . . . . . . . . . . . . 13-11 SUPPORT PLATE . . . . . . . . . . . . . . . . . . . . . . 5-32
MANUAL - NV3550 . . . . . . . . . . . . . . . . . . . 21-32 REAR VIEW MIRROR SUPPORT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8P-5
MAP SENSOR . . . . . . . . . . . . . . . . . . . . . . . 14-31 BRACKET . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-53 TACHOMETER . . . . . . . . . . . . . . . . . . . . . . . 8J-41
MASTER CYLINDER . . . . . . . . . . . . . . . . . . . 5-23 REAR VIEW MIRROR . . . . . . . . . . . . . . . . . 23-53 TAIL LAMP UNIT . . . . . . . . . . . . . . . . . . . . . 8L-29
MASTER CYLINDER . . . . . . . . . . . . . . . . . . . . 6-9 REAR WASHER HOSES/TUBES . . . . . . . . . . 8R-31 TAIL LAMP . . . . . . . . . . . . . . . . . . . . . . . . . 8L-30
METRIC SYSTEM . . . . . . . . . . . . . . . . . . Intro.-10 REAR WASHER NOZZLE . . . . . . . . . . . . . . . 8R-32 TAILGATE HINGE . . . . . . . . . . . . . . . . . . . . . 23-12
MICRO-RELAY . . . . . . . . . . . . . . . . . . . . . 8W-97-6 REAR WASHER PUMP MOTOR . . . . . . . . . . 8R-33 TAILGATE LATCH STRIKER . . . . . . . . . . . . . 23-13
MODE DOOR ACTUATOR . . . . . . . . . . . . . . . 24-27 REAR WHEEL SPEED SENSOR . . . . . . . . . . . 5-42 TAILGATE LATCH . . . . . . . . . . . . . . . . . . . . . 23-13
MODE DOOR . . . . . . . . . . . . . . . . . . . . . . . . 24-44 REAR WINDOW DEFOGGER GRID . . . . . . . . 8G-6 TAILGATE LOCK CYLINDER . . . . . . . . . . . . . 23-14
MUFFLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-9 REAR WINDOW DEFOGGER RELAY . . . . . . . 8G-3 TAILGATE OUTSIDE HANDLE . . . . . . . . . . . . 23-12
O2 HEATER RELAY . . . . . . . . . . . . . . . . . . . 14-33 REAR WINDOW DEFOGGER SWITCH . . . . . . 8G-4 TAILGATE WEATHERSTRIP AND
O2 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . 14-33 REAR WIPER ARM . . . . . . . . . . . . . . . . . . . 8R-34 CHANNEL . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-84
ODOMETER . . . . . . . . . . . . . . . . . . . . . . . . . 8J-33 REAR WIPER BLADE . . . . . . . . . . . . . . . . . . 8R-36 TAILGATE . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-15
OIL FILTER . . . . . . . . . . . . . . . . . . . . . 9-50, 9-121 REAR WIPER MOTOR TRIM COVER . . . . . . 8R-39 TAILPIPE . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-11
OIL PAN . . . . . . . . . . . . . . . . . . . . . . . 9-50, 9-121 REAR WIPER MOTOR . . . . . . . . . . . . . . . . . 8R-37 TERMINAL . . . . . . . . . . . . . . . . . . . . . . . 8W-01-14
OIL PRESSURE GAUGE . . . . . . . . . . . . . . . . 8J-34 REAR WIPER/WASHER SWITCH THROTTLE BODY . . . . . . . . . . . . . . . . . . . . . 14-36
OIL PRESSURE SENSOR/SWITCH . . . . . . . . . 9-51 ILLUMINATION LAMP . . . . . . . . . . . . . . . . . 8L-35 THROTTLE CONTROL CABLE . . . . . . . . . . . 14-37
OIL PUMP . . . . . . . . . . . . . . . . . . . . . 9-51, 9-123 REAR WIPER/WASHER SWITCH . . . . . . . . . 8R-40 THROTTLE POSITION SENSOR . . . . . . . . . . 14-40
OIL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . 21-164 REAR WIPERS/WASHERS . . . . . . . . . . . . . . 8R-24 TIE ROD END . . . . . . . . . . . . . . . . . . . . . . . . 19-19
OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-49, 9-120 REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16 TIMING BELT / CHAIN COVER(S) . . . . . . . . 9-124
OPENING DIMENSIONS . . . . . . . . . . . . . . . . 23-89 RECIRCULATION AIR DOOR . . . . . . . . . . . . 24-46 TIMING BELT AND SPROCKET(S) . . . . . . . . . 9-57
ORVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25-19 RECIRCULATION DOOR ACTUATOR . . . . . . 24-29 TIMING BELT COVER(S) . . . . . . . . . . . . . . . . 9-56
OUTPUT SPEED SENSOR . . . . . . . . . . . . . 21-166 REFRIGERANT LINE COUPLER . . . . . . . . . . 24-64 TIMING BELT TENSIONER & PULLEY . . . . . . 9-61
OVERDRIVE SWITCH . . . . . . . . . . . . . . . . . 21-167 REFRIGERANT OIL . . . . . . . . . . . . . . . . . . . 24-66 TIMING BELT/CHAIN AND SPROCKETS . . . . 9-125
PAINT CODE . . . . . . . . . . . . . . . . . . . . . . . . 23-61 REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . 24-64 TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-5
PAINT TOUCH-UP . . . . . . . . . . . . . . . . . . . . 23-62 RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-97-13 TIRES/WHEELS . . . . . . . . . . . . . . . . . . . . . . . 22-1
PAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-61 REMOVEABLE TOP . . . . . . . . . . . . . . . . . . . 23-63 TOP COVER . . . . . . . . . . . . . . . . . . . . . . . . . 23-50
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . 5-33 REPEATER LAMP . . . . . . . . . . . . . . . . . . . . . 8L-28 TORQUE CONVERTER . . . . . . . . . . . . . . . . 21-172
PARTS & LUBRICANT RESERVOIR . . . . . . . . . . . . . . . . . . . . . . . . . 19-26 TORQUE REFERENCES . . . . . . . . . . . . . . Intro.-12
RECOMMENDATION . . . . . . . . . . . . . . . . . . . . 0-1 RESTRAINTS . . . . . . . . . . . . . . . . . . . . . . . . . 8O-1 TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-22
PASSENGER AIRBAG DOOR . . . . . . . . . . . . 8O-29 RIGHT FRONT FENDER . . . . . . . . . . . . . . . . 23-27 TRACK BAR . . . . . . . . . . . . . . . . . . . . . 2-14, 2-20
PASSENGER AIRBAG ON/OFF SWITCH . . . . 8O-31 RIGHT MULTI-FUNCTION SWITCH . . . . . . . 8R-18 TRANSFER CASE - NV231 . . . . . . . . . . . . . 21-196
PASSENGER AIRBAG . . . . . . . . . . . . . . . . . 8O-27 ROCKER ARM / ADJUSTER ASSEMBLY . . . . 9-91 TRANSFER CASE - NV241 . . . . . . . . . . . . . 21-231
PCV VALVE . . . . . . . . . . . . . . . . . . . . . . . . . 25-12 ROCKER ARMS . . . . . . . . . . . . . . . . . . . . . . . 9-31 TRANSFER CASE SKID PLATE . . . . . . . . . . . . 13-9
PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-25 ROTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-28 TRANSMISSION CONTROL MODULE . . . . . 8E-13
TJ INDEX 3
TRANSMISSION CONTROL RELAY . . . . . . 21-178 VACUUM RESERVOIR . . . . . . . . . . . . . . . . . . 8P-7 WATER PUMP - 4.0L . . . . . . . . . . . . . . . . . . . 7-37
TRANSMISSION COOLER . . . . . . . . . . . . . . . 7-44 VALVE BODY . . . . . . . . . . . . . . . . . . . . . . . 21-180 WELD LOCATIONS . . . . . . . . . . . . . . . . . . . 23-120
TRANSMISSION RANGE SENSOR . . . . . . . 21-178 VALVE SPRINGS . . . . . . . . . . . . . . . . . 9-29, 9-93 WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . 2-1
TRANSMISSION SKID PLATE . . . . . . . . . . . 13-11 VALVE STEM SEALS . . . . . . . . . . . . . . . . . . . 9-93 WHEEL CYLINDERS . . . . . . . . . . . . . . . . . . . 5-31
TRANSMISSION TEMPERATURE SENSOR . 21-179 VALVE TIMING . . . . . . . . . . . . . . . . . . . . . . . 9-124 WHEEL OPENING FLARE MOLDING . . . . . . 23-31
TRANSPONDER KEY . . . . . . . . . . . . . . . . . . . 8Q-6 VAPOR CANISTER . . . . . . . . . . . . . . . . . . . . 25-20 WHEELHOUSE CARPET . . . . . . . . . . . . . . . . 23-52
TRIM PANEL . . . . . . . . . . . . . . . . . . 23-22, 23-25 VEHICLE CERTIFICATION LABEL . . . . . . . . Intro.-2 WHEELHOUSE SPLASH SHIELD . . . . . . . . . 23-30
TURN SIGNAL CANCEL CAM . . . . . . . . . . . . 8L-30 VEHICLE EMISSION CONTROL WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . 22-11
TURN SIGNAL INDICATOR . . . . . . . . . . . . . . 8J-41 INFORMATION (VECI) LABEL . . . . . . . . . . Intro.-2 WINDOW REGULATOR . . . . . . . . . . . . . . . . 23-18
UNDERHOOD LAMP UNIT . . . . . . . . . . . . . . 8L-30 VEHICLE IDENTIFICATION NUMBER . . . . . Intro.-1 WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-23
UNDERHOOD LAMP . . . . . . . . . . . . . . . . . . 8L-31 VEHICLE SPEED SENSOR . 21-69, 21-229, 21-265 WINDSHIELD FRAME WEATHERSTRIP . . . . 23-84
UPPER BALL JOINT . . . . . . . . . . . . . . . . . . . 2-15 VEHICLE THEFT SECURITY . . . . . . . . . . . . . . 8Q-1 WINDSHIELD FRAME . . . . . . . . . . . . . . . . . 23-80
UPPER CONTROL ARM . . . . . . . . . . . . 2-15, 2-20 VIBRATION DAMPER . . . . . . . . . . . . . 9-46, 9-114 WINDSHIELD HEADER . . . . . . . . . . . . . . . . 23-59
UPSHIFT INDICATOR . . . . . . . . . . . . . . . . . . 8J-42 VOLTAGE GAUGE . . . . . . . . . . . . . . . . . . . . . 8J-43 WINDSHIELD HINGE . . . . . . . . . . . . . . . . . . 23-80
VACUUM CHECK VALVE . . . . . . . . . . . . . . . 24-31 VOLTAGE REGULATOR . . . . . . . . . . . . . . . . . 8F-30 WINDSHIELD . . . . . . . . . . . . . . . . . . . . . . . . 23-78
VACUUM LINES . . . . . . . . . . . . . . . . . . . . . . 25-20 WASHER RESERVOIR . . . . . . . . . . . . . . . . . 8R-22 WIRING DIAGRAM INFORMATION . . . . . 8W-01-1
VACUUM RESERVOIR . . . . . . . . . . . . . . . . . 24-32 WATER PUMP - 2.4L . . . . . . . . . . . . . . . . . . . 7-36
1.0 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
1.1 SYSTEM COVERAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

1.2 SIX-STEP TROUBLE SHOOTING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . .1
2.0 IDENTIFICATION OF SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
3.0 SYSTEM DESCRIPTION AND FUNCTIONAL OPERATION . . . . . . . . . . . . . . . . . . . . . .1
3.1 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

3.2 FUNCTION OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
3.2.1 FUEL CONTROL (GAS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
3.2.2 ON-BOARD DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
3.2.3 OTHER CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
3.2.4 NON-MONITORED CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
3.2.5 SKIS OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
3.2.6 SKIM ON-BOARD DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
3.2.7 SKIS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
3.2.8 PROGRAMMING THE POWERTRAIN CONTROL MODULE. . . . . . . .11
3.2.9 PROGRAMMING THE SENTRY KEY IMMOBILIZER MODULE . . . . .11
3.2.10 PROGRAMMING THE IGNITION KEYS TO THE SENTRY KEY
IMMOBILIZER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
3.3 DIAGNOSTIC TROUBLE CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
3.3.1 HARD CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
3.3.2 INTERMITTENT CODE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
3.3.3 STARTS SINCE SET COUNTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
3.3.4 NO START INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
3.4 USING THE DRBIIIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
3.5 DRBIIIT ERROR MESSAGES AND BLANK SCREEN . . . . . . . . . . . . . . . . . . . . .13
3.5.1 DRBIIIT DOES NOT POWER UP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
3.5.2 DISPLAY IS NOT VISIBLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
4.0 DISCLAIMERS, SAFETY, WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
4.1 DISCLAIMERS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

4.2 SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
4.2.1 TECHNICIAN SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . .14
4.2.2 VEHICLE PREPARATION FOR TESTING. . . . . . . . . . . . . . . . . . . . . . .14
4.2.3 SERVICING SUB-ASSEMBLIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
4.2.4 DRBIIIT SAFETY INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
4.3 WARNINGS AND CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
4.3.1 ROAD TEST WARNINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
4.3.2 VEHICLE DAMAGE CAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
5.0 REQUIRED TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
6.0 ACRONYMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
7.0 DIAGNOSTIC INFORMATION AND PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . .19
i
TABLE OF CON T EN T S - Cont inue d
COMMUNICATION
*NO RESPONSE FROM PCM (PCI BUS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
*NO RESPONSE FROM PCM (SCI ONLY). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
*NO RESPONSE FROM SENTRY KEY IMMOBILIZER MODULE . . . . . . . . . . . . . . . .24
*PCI BUS COMMUNICATION FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
DRIVEABILITY - GAS
INTERMITTENT CONDITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
P0071-AMBIENT/BATTERY TEMP SENSOR PERFORMANCE . . . . . . . . . . . . . . . . . .32
P0107-MAP SENSOR VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
P0108-MAP SENSOR VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
P0111-INTAKE AIR TEMP PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
P0112-INTAKE AIR TEMP SENSOR VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . . . . . .41
P0113-INTAKE AIR TEMP SENSOR VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . . . . .43
P0117-ENGINE COOLANT TEMP SENSOR VOLTAGE TOO LOW . . . . . . . . . . . . . . .45
P0118-ENGINE COOLANT TEMP SENSOR VOLTAGE TOO HIGH . . . . . . . . . . . . . . .47
P0121-TP SENSOR VOLTAGE DOES NOT AGREE WITH MAP SENSOR . . . . . . . . .49
P0122-THROTTLE POSITION SENSOR VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . .54
P0123-THROTTLE POSITION SENSOR VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . .57
P0125-CLOSED LOOP TEMP NOT REACHED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
P0131-O2 SENSOR 1/1 CIRCUIT VOLTAGE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
P0132-O2 SENSOR 1/1 CIRCUIT VOLTAGE HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
P0133-O2 SENSOR 1/1 SLOW RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
P0135-O2 SENSOR 1/1 HEATER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
P0136-O2 SENSOR 1/2 HEATER CIRCUIT MALFUNCTION . . . . . . . . . . . . . . . . . . . .74
P0171-1/1 FUEL SYSTEM LEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
P0174-2/1 FUEL SYSTEM LEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
P0172-1/1 FUEL SYSTEM RICH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
P0175-2/1 FUEL SYSTEM RICH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
P0201-INJECTOR #1 CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
ii
P0300-MULTIPLE CYLINDER MIS-FIRE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
P0301-CYLINDER #1 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
P0320-NO CRANK REFERENCE SIGNAL AT PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
P0340-NO CAM REFERENCE SIGNAL AT PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
P0351-IGNITION COIL # 1 PRIMARY CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
P0420-1/1 CATALYTIC CONVERTER EFFICIENCY. . . . . . . . . . . . . . . . . . . . . . . . . . .108
P0432-2/1 CATALYTIC CONVERTER EFFICIENCY. . . . . . . . . . . . . . . . . . . . . . . . . . .108
P0441-EVAP PURGE FLOW MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110
P0442-EVAP LEAK MONITOR MEDIUM (0.040) LEAK DETECTED. . . . . . . . . . . . . .112
P0455-EVAP LEAK MONITOR LARGE LEAK DETECTED . . . . . . . . . . . . . . . . . . . . .112
P0456-EVAP LEAK MONITOR SMALL (0.020) LEAK DETECTED . . . . . . . . . . . . . . .112
P0443-EVAP PURGE SOLENOID CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
P0460-FUEL LEVEL UNIT NO CHANGE OVER MILES . . . . . . . . . . . . . . . . . . . . . . . .118
P0461-FUEL LEVEL UNIT NO CHANGE OVER TIME . . . . . . . . . . . . . . . . . . . . . . . . .118
P0462-FUEL LEVEL SENDING UNIT VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . . . .119
P0463-FUEL LEVEL SENDING UNIT VOLTAGE TOO HIGH. . . . . . . . . . . . . . . . . . . .121
P0500-NO VEHICLE SPEED SIGNAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
P0505-IDLE AIR CONTROL MOTOR CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
P0523-OIL PRESSURE VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128
P0551-POWER STEERING SWITCH FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
P0601-PCM INTERNAL CONTROLLER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY . . . . . . . . . . . . . . . . . . . .133
P0645-A/C CLUTCH RELAY CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
P0700-EATX CONTROLLER DTC PRESENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
P1195-1/1 O2 SENSOR SLOW DURING CATALYST MONITOR . . . . . . . . . . . . . . . .138
P1196-2/1 O2 SENSOR SLOW DURING CATALYST MONITOR . . . . . . . . . . . . . . . .138
P1281-ENGINE IS COLD TOO LONG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
P1282-FUEL PUMP/SYSTEM RELAY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . .141
P1294-TARGET IDLE NOT REACHED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
P1296-NO 5-VOLTS TO MAP SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
P1297-NO CHANGE IN MAP FROM START TO RUN . . . . . . . . . . . . . . . . . . . . . . . . .147
P1388-AUTO SHUTDOWN RELAY CONTROL CIRCUIT. . . . . . . . . . . . . . . . . . . . . . .150
P1389-NO ASD RELAY OUTPUT VOLTAGE AT PCM . . . . . . . . . . . . . . . . . . . . . . . . .152
P1391-INTERMITTENT LOSS OF CMP OR CKP. . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
P1398-MIS-FIRE ADAPTIVE NUMERATOR AT LIMIT . . . . . . . . . . . . . . . . . . . . . . . . .158
P1486-EVAP LEAK MONITOR PINCHED HOSE FOUND . . . . . . . . . . . . . . . . . . . . . .160
P1489-HIGH SPEED FAN RELAY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . .162
P1490-LOW SPEED FAN RELAY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . .164
P1491-COOLING FAN RELAY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .166
P1492-BATTERY TEMPERATURE SENSOR VOLTAGE TOO HIGH . . . . . . . . . . . . .168
P1493-BATTERY TEMPERATURE SENSOR VOLTAGE TOO LOW . . . . . . . . . . . . . .170
P1494-LEAK DETECTION PUMP SW OR MECHANICAL FAULT. . . . . . . . . . . . . . . .172
P1495-LEAK DETECTION PUMP SOLENOID CIRCUIT . . . . . . . . . . . . . . . . . . . . . . .174
P1594-CHARGING SYSTEM VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . .176
P1595-SPEED CONTROL SOLENOID CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . .178
P1683-SPD CTRL PWR RELAY; OR S/C 12V DRIVER CKT . . . . . . . . . . . . . . . . . . .178
iii
P1596-SPEED CONTROL SWITCH ALWAYS HIGH . . . . . . . . . . . . . . . . . . . . . . . . . .182
P1597-SPEED CONTROL SWITCH ALWAYS LOW . . . . . . . . . . . . . . . . . . . . . . . . . . .185
P1682-CHARGING SYSTEM VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . . . . . . . . . . .187
P1685 WRONG OR INVALID KEY MSG RECEIVED FROM SKIM . . . . . . . . . . . . . . .190
P1686 NO SKIM BUS MESSAGE RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192
P1687-NO CLUSTER BUS MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .193
P1692-CLUSTER SOFTWARE MISMATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194
P1696-PCM FAILURE EEPROM WRITE DENIED . . . . . . . . . . . . . . . . . . . . . . . . . . . .195
P1698-NO BUS MESSAGE FROM TRANS CONTROL MODULE . . . . . . . . . . . . . . .196
P1899-P/N SWITCH PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .198
*BRAKE SWITCH SENSE STATUS DOES NOT CHANGE ON DRBIIIT. . . . . . . . . . .200
*CHECKING A/C SYSTEM OPERATION WITH NO DTCS . . . . . . . . . . . . . . . . . . . . .203
*CHECKING EVAPORATIVE EMISSION OPERATION WITH NO DTCS . . . . . . . . . .206
*CHECKING HARD TO FILL WITH FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .208
*CHECKING THE PCM POWER AND GROUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . .209
STARTING
*CHECKING FUEL DELIVERY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .210
*CHECKING HARD START (FUEL DELIVERY SYSTEM) . . . . . . . . . . . . . . . . . . . . . .213
*ENGINE CRANKS DOES NOT START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215
*FUEL PRESSURE LEAK DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218
*NO CRANK CONDITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .219
*NO RESPONSE FROM PCM WITH A NO START CONDITION . . . . . . . . . . . . . . . .222
*START AND STALL CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .225
VERIFICATION TESTS
VERIFICATION TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227
8.0 COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233
8.1 CONTROL MODULES AND PDC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233

8.2 DATA LINK CONNECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233
8.3 SENSORS AND SOLENOIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .234
8.4 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .237
8.5 SWITCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .238
9.0 CONNECTOR PINOUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239
A/C COMPRESSOR CLUTCH - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239

A/C HIGH PRESSURE SWITCH (4.0L) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . .239
A/C LOW PRESSURE SWITCH (2.4L) - GREEN 2 WAY. . . . . . . . . . . . . . . . . . . . . . .239
A/C LOW PRESSURE SWITCH (4.0L) - GREEN 2 WAY. . . . . . . . . . . . . . . . . . . . . . .239
A/C PRESSURE TRANSDUCER (2.4L) - 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240
BATTERY TEMPERATURE SENSOR - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . .240
BRAKE LAMP SWITCH - GRAY 6 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .240
BRAKE TRANSMISSION SHIFT INTERLOCK SOLENOID - WHITE 2 WAY . . . . . . .240
CAMSHAFT POSITION SENSOR (2.4L) - BLACK 3 WAY . . . . . . . . . . . . . . . . . . . . . .240
CAMSHAFT POSITION SENSOR (4.0L) - 3 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . .241
CLOCKSPRING C1 - 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .241
CLUTCH PEDAL POSITION SWITCH (M/T) - BLACK 2 WAY . . . . . . . . . . . . . . . . . . .241
CRANKSHAFT POSITION SENSOR (2.4L/4.0L A/T) - BLACK 3 WAY . . . . . . . . . . . .241
CRANKSHAFT POSITION SENSOR (4.0L M/T) - 3 WAY . . . . . . . . . . . . . . . . . . . . . .241
DATA LINK CONNECTOR - BLACK 16 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242
ENGINE COOLANT TEMPERATURE SENSOR - BLACK 2 WAY . . . . . . . . . . . . . . . .242
iv
ENGINE OIL PRESSURE SWITCH - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . .242
EVAP/PURGE SOLENOID - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242
FUEL INJECTOR NO. 1 (2.4L) - 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243
FUEL PUMP MODULE - 4 WAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
FUSES (FUSE/RELAY BLOCK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .246
GENERATOR - 3 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .246
GENERATOR - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
IDLE AIR CONTROL MOTOR - BLACK 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
IGNITION COIL PACK (2.4L) - BLACK 3 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
IGNITION COIL PACK (4.0L) - BLACK 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
IGNITION SWITCH - 10 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248
INTAKE AIR TEMPERATURE SENSOR - GRAY 2 WAY . . . . . . . . . . . . . . . . . . . . . . .248
LEAK DETECTION PUMP - BLACK 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248
MANIFOLD ABSOLUTE PRESSURE SENSOR (2.4L) - BLACK 3 WAY. . . . . . . . . . .248
MANIFOLD ABSOLUTE PRESSURE SENSOR (4.0L) - 3 WAY . . . . . . . . . . . . . . . . .249
OVERDRIVE OFF SWITCH - 4 WAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249
OXYGEN SENSOR 1/1 UPSTREAM - 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249
OXYGEN SENSOR 1/2 DOWNSTREAM - BLACK 4 WAY . . . . . . . . . . . . . . . . . . . . .249
OXYGEN SENSOR 2/1 UPSTREAM (EXCEPT EXPORT/JAPAN LOW
EMISSION VEHICLE) - 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250
OXYGEN SENSOR 2/2 DOWNSTREAM (EXCEPT EXPORT/JAPAN
LOW EMISSION VEHICLE) - 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250
FUSES (PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252
A/C COMPRESSOR CLUTCH RELAY (IN PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252
AUTOMATIC SHUT DOWN RELAY (IN PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252
ENGINE STARTER MOTOR RELAY (IN PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
FUEL PUMP RELAY (IN PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
HIGH SPEED RADIATOR FAN RELAY (2.4L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
LOW SPEED RADIATOR FAN RELAY (2.4L) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
OXYGEN SENSOR DOWNSTREAM HEATER RELAY . . . . . . . . . . . . . . . . . . . . . . . .253
POWER STEERING PRESSURE SWITCH (2.4L) - BLACK 2 WAY . . . . . . . . . . . . . .254
POWERTRAIN CONTROL MODULE C1 - BLACK 32 WAY. . . . . . . . . . . . . . . . . . . . .254
POWERTRAIN CONTROL MODULE C2 - WHITE 32 WAY. . . . . . . . . . . . . . . . . . . . .255
POWERTRAIN CONTROL MODULE C3 - GRAY 32 WAY. . . . . . . . . . . . . . . . . . . . . .256
SENTRY KEY IMMOBILIZER MODULE - BLACK 6 WAY . . . . . . . . . . . . . . . . . . . . . .256
SPEED CONTROL SERVO - BLACK 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257
THROTTLE POSITION SENSOR (2.4L) - WHITE/BLUE 3 WAY . . . . . . . . . . . . . . . . .257
THROTTLE POSITION SENSOR (4.0L) - 3 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257
VEHICLE SPEED SENSOR - BLACK 3 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257
10.0 SCHEMATIC DIAGRAMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .259
11.0 CHARTS AND GRAPHS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263
v
NOTES
vi
GEN ERAL I N FORM AT I ON
1 .0 I N T RODU CT I ON repair of isolated problem
verification of proper operation
The procedures contained in this manual include
specifications, instructions, and graphics needed to
diagnose the PCM Powertrain System. The diag- 2 .0 I DEN T I FI CAT I ON OF
nostics in this manual are based on the failure SY ST EM
condition or symptom being present at the time of
diagnosis. The Powertrain Control Module (PCM) monitors
Please follow the recommendations below when and controls:
choosing your diagnostic path. fuel system
1. First make sure the DRBIIIt is communicating ignition system
with the appropriate modules; i.e., if the
charging system
DRBIIIt displays a No Response condition, you
must diagnose this first before proceeding. speed control system
2. Read DTCs (diagnostic trouble codes) with the automatic transmission (42RLE transmissions
DRBIIIt. only)
3. If no DTCs are present, identify the customer
complaint. 3 .0 SY ST EM DESCRI PT I ON AN D
4. Once the DTC or customer complaint is identi- FU N CT I ON AL OPERAT I ON
fied, locate the matching test in the Table of
Contents and begin to diagnose the symptom.
All component location views are in Section 8.0. 3. 1 GENERAL DESCRIPTION
All connector pinouts are in Section 9.0. All system
schematic diagrams are in Section 10.0. All charts The on-board OBDII/EUROIII diagnostics incor-
and graphs are in Section 11.0. porated with the PCM controller are intended to
An * placed before the symptom description indi- assist the field technician in repairing vehicle prob-
cates a customer complaint. lems by the quickest means.
When repairs are required, refer to the appropri-
ate service manual for the proper removal and 3. 2 FUNCTION OPERATION
repair procedure.
Diagnostic procedures change every year. New
diagnostic systems may be added; current systems 3. 2. 1 FUEL CONTROL (GAS)
may be enhanced. READ THIS MANUAL BEFORE The PCM controls the air/fuel ratio of the engine
TRYING TO DIAGNOSE A VEHICLE DTC. It is by varying fuel injector on time. Mass air flow is
recommended that you review the entire manual to calculated by the speed density method using en-
become familiar with all new and enhanced diag- gine speed and manifold absolute pressure (IAT is a
nostic procedures. modifier in Speed Density).
After using this book, if you have any comments Different fuel calculation strategies are used de-
or recommendations, please fill out the form at the pending on the operational state of the engine.
back of the book and mail it back to us. During crank mode, a prime shot fuel pulse is
delivered followed by fuel pulses determined by a
1. 1 SYSTEM COVERAGE crank time strategy. Cold engine operation is deter-
mined via an open loop strategy until the O2
This diagnostic procedure manual covers the sensors have reached operating temperature. At
2004 Wrangler (TJ) with 2.4L and 4.0L Engines. this point, the strategy enters a closed loop mode
where fuel requirements are based upon the state of
1. 2 SIX-STEP TROUBLE SHOOTING the O2 sensors, engine speed, MAP, throttle posi-
PROCEDURE tion, air temperature, battery voltage, and coolant
temperature.
Diagnosis of the Powertrain Control Module
(PCM) is done in six basic steps:
verification of complaint
verification of any related symptoms
symptom analysis
problem isolation
1
3. 2. 2 ON-BOARD DIAGNOSTICS preprogrammed for that device. If the input voltage
is not within specifications and other trouble code
The PCM has been programmed to monitor any
criteria (arming conditions) are met, a trouble code
circuit or system that has an effect on vehicle
will be stored in the PCM memory.
emissions, or is used by the PCM to determine the
The On Board Diagnostics have evolved to the
proper functionality of these systems. This monitor-
second Generation of Diagnostics referred to as
ing is called on-board diagnosis.
OBDII/EUROIII. These OBDII/EUROIII Diagnos-
Certain criteria or, arming conditions, must be
tics control the functions necessary to meet the
met for a trouble code to be entered into the PCM
requirements of California OBDII/EUROIII and
memory. The criteria may be a range of: engine rpm,
Federal OBD regulations. These requirements
engine temperature, and/or input voltage to the
specify the inclusion of a Malfunction Indicator
PCM. If a problem is detected with a monitored
Light (MIL) located on the instrument panel for all
circuit, and all of the criteria or arming conditions
1994 and subsequent model-year passenger cars,
are met, a trouble code will be stored in the PCM.
light duty trucks, and medium-duty vehicles. The
It is possible that a trouble code for a monitored
purpose of the MIL is to inform the vehicle operator
circuit may not be entered into the PCM memory
in the event of the malfunction of any emission
even though a malfunction has occurred. This may
systems and components which can affect emissions
happen because one of the trouble code criteria
and which provide input to, or receive output from,
(arming conditions) has not been met.
the PCM.
The PCM compares input signal voltages from
The following table summarizes the various
each input device with specifications (the estab-
OBDII EuroIII monitors operation.
lished high and low limits of the range) that are
2
OBDII / EUROIII Monitor Operation
Comprehensive Major Monitors Major Monitors

Components Non Fuel Control Fuel Control
Monitor & Non Misfire & Misfire
Run constantly Run Once Per Trip Run constantly
Includes All Engine Hardware Monitors Entire Emission Monitors Entire System
Sensors, Switches, System
Solenoids, etc.
Most are One Trip Faults Most are Two Trip Faults Two Trip Faults
Usually Turns On Turns On Turns On
The MIL and Sets DTC After The MIL and Sets DTC After The MIL and Sets DTC After
One Failure Two Consecutive Failures Two Consecutive Failures
Priority 3 Priority 1 or 3 Priority 2 or 4
All Checked For Continuity Done Stop Testing = Yes

Fuel Control Monitor
Open Monitors Fuel Control
Short To Ground Oxygen Sensor Heater System For:
Short To Voltage Oxygen Sensor Response
Fuel System Lean
Inputs Checked For Fuel System Rich
Rationality Catalytic Converter
Efficiency Except EWMA Requires 3 Consecutive
Outputs Checked For I up to 6 tests per trip Fuel System Good Trips to
Functionality and a one trip fault (SBEC) Extinguish The MIL
and a two-trip fault on JTEC
EGR System
Misfire Monitor
Evaporative Emission Monitors For Engine Misfire
System at:
(Purge and Leak) 4 X 1000 RPM Counter
(4000 Revs)
Non-LDP (Type B)
or **200 X 3 (600) RPM Counter
LDP (Type A)
Requires 3 Consecutive Requires 3 Consecutive Requires 3 Consecutive

Global Good Trips Global Good Trips Global Good Trips
to Extinguish the MIL* to Extinguish the MIL* To Extinguish the MIL
*40 Warm Up Cycles are required to erase **Type A misfire is a one

DTCs after the MIL has been extinguished. trip failure on pre-1999,
2 Trip failure on 1999 and
later. The MIL will illuminate
at the first or second failure,
based on MY.
3
OBDII/EUROIII MONITOR RUN PROCESS, JTEC NOTE:
The following procedure has been established to A. Only the monitors, which are not YES in
assist Chrysler Dealer Technicians in the field with the CARB Readiness Status, need to be
enabling and running OBD II/EURO III Monitors. completed.
The order listed in the following procedure is in- B. Specific criteria need to be met for each
tended to allow the technician to effectively com- monitor. Each monitor has a Pre-Test screen
plete each monitor and to set the CARB Readiness to assist in running the monitor. For
Status in the least time possible.
additional information, refer to the Chrysler
NOTE: Corporation Technical Training Workbook
A. Once the monitor run process has begun, titled On Board Diagnostics, part number
do not turn off the ignition. By turning the 81-699-97094.
ignition key off, monitor enabling conditions The most efficient order to run the monitors has
will be lost. been outlined below, including suggestions to aid
the process. The first two monitors have very sim-
B. By performing a Battery Disconnect, or
ilar enable criteria; it is possible that the Evapora-
Selecting Erase DTCs, the CARB Readiness tive Leak Detection Monitor will run during the O2
and all additional OBD information will be Sensor Heater Monitor.
cleared.
1. O2 Sensor Heater Monitor
This monitor requires a cold start, usually an
Monitor Preliminary Checks:
overnight soak or parked for at least 8 hours
1. Plug a DRB IIIt into the vehicles DLC. without the engine running. The engine coolant
2. Turn the ignition, KEY ON - ENGINE OFF. temperature must be within 10 degrees of
Watch for MIL lamp illumination during the ambient/battery temperature, and the sensed
bulb check. MIL lamp must have illuminated, if Ambient (outside) Temperature must be be-
not, repair MIL lamp. tween approximately 0 F and 100 F. For the
3. On the DRB IIIt Select #1 DRB III Standalone. monitor run conditions, select the O2S HEATER
MON PRE-TEST in the DRB IIIt, OBD II/
4. Select #1 1998-2002 Diagnostics
EUROIII Monitors Menu
5. Select #1 Engine.
2. Evaporative Leak Detection Monitor (If the
6. Select #2 DTCs and Related Functions vehicle is equipped with an LDP system)
7. Select #1 Read DTCs This monitor requires a cold start, usually an
* Verify that No Emissions Related DTCs are overnight soak or parked for at least 8 hours
Present. without the engine running. The engine coolant
* If an Emissions DTC is Present, the temperature must be within 10 degrees of
OBD II/EUROIII Monitors may not run and the ambient/battery temperature, and the sensed
CARB Readiness will not update. Ambient (outside) Temperature must be be-
*The Emissions related DTC, will need to be tween approximately 40 F and 90 F. For the
repaired, then cleared. By clearing DTCs, the OBD monitor run conditions select the EVAP LDP
Monitors will need to be run and completed to set MON PRE-TEST in the DRB IIIt,
the CARB Readiness Status. OBD II/EUROIII Monitors Menu.
8. Return to Engine Select Function Menu and 3. Catalyst Monitor
Select #9, OBD II/EUROIII Monitors. The vehicle will need to be driven at highway
9. Select #3 CARB Readiness Status. speed for a few minutes. If the vehicle is
Do all the CARB Readiness Status Locations read equipped with a manual transmission, using 4th
YES? gear may assist in meeting the monitor running
*YES, then all monitors have been completed and criteria. For the monitor run conditions, select
this vehicle is ready to be I/M or Emission Tested. the EWMA CAT MON PRE-TEST in the
*NO, then the following procedure needs to be DRB IIIt, OBD II/EUROIII Monitors Menu.
followed to run/complete all available monitors.
4
4. O2 Sensor Monitor tion caused by braking, cruise control turn off,
The vehicle will need to be driven for a period of shifting into neutral, excessive RPM (tires spin-
time and brought to a stop for a short period of ning) or ignition key off.
time with the Automatic Transmission left in
Drive. The O2S Monitor will not run in Park or FUEL VAPOR RECOVERY SYSTEM (DUTY
Neutral on an Automatic Transmission equipped CYCLE PURGE CONTROL) GAS ENGINE
vehicle. For the monitor run conditions, select Duty Cycle Purge is a system that feeds fuel
the O2S MON PRE-TEST in the DRB IIIt, gases from the purge canister and gasoline tank
OBD II/EUROIII Monitors Menu. into the throttle body for mixing with incoming air.
5. Purge Monitor Metering of the gases is performed by duty cycling
All the Purge Free (PF) cells must update on the the purge solenoid by the PCM.
ADAPTIVE MEMORY screen before the Purge The system is disabled during wide-open throttle
Flow Monitor will run. For the monitor run conditions and while the engine is below a specified
conditions, select the PURGE FLOW MON PRE- coolant temperature. When engine temperature be-
TEST in the DRB IIIt, OBD II/EUROIII Moni- comes greater than a calibrated parameter, duty
tors Menu. The Purge Flow Monitor will not run cycle purge is delayed for a calibrated time. Once
in Park or Neutral on an Automatic Transmis- purge delay is over, purge will be ramped in to
sion equipped vehicle. The Purge Flow Monitor soften the effect of dumping additional fuel into the
will attempt to run every other throttle closure. engine.
If all of the parameters are met and it still does The PCM provides a modulated 5 Hz signal (at
not run, with your foot firmly on the Service closed throttle) or 10 Hz signal (at open throttle) to
Brake, slightly (1/4) open the Throttle and control this system. Modulation of the signal is
quickly close the Throttle. This will allow the based upon a calculated air flow (based upon known
Purge Free update to happen, and then the fuel flow through the injector at a given pulse width
Purge Flow Monitor will Run. and RPM) and is adjusted to compensate for
changes in flow due to varying engine vacuum.
3. 2. 3 OTHER CONTROLS
LEAK DETECTION PUMP
CHARGING SYSTEM
The charging system is turned on when the
LEAK DETECTION PUMP OPERATION
engine is started and ASD relay energized. When The evaporative emission system is designed to
the ASD relay is on, ASD output voltage is supplied prevent the escape of fuel vapors from the fuel
to the ASD sense circuit at the PCM. This voltage is system. Leaks in the system, even small ones, can
connected in some cases, through the PCM and allow fuel vapors to escape into the atmosphere.
supplied to one of the generator field terminals Government regulations require onboard testing to
(Generator Source +). All others, the Generator field make sure that the evaporative (EVAP) system is
is connected directly to the ASD output voltage. The functioning properly. The leak detection system test
amount of current produced by the generator is for EVAP system leaks and blockage. It also per-
controlled by the Electronic Voltage Regulator forms self-diagnostics. During self-diagnostics, the
(EVR) circuitry, in the PCM. Battery temperature is Powertrain Control Module (PCM) first checks the
determined either by IAT, Ambient or Battery tem- Leak Detection Pump (LDP) for electrical and me-
perature sensor. This temperature along with chanical faults. If the first checks pass, the PCM
sensed line voltage is used by the PCM to vary then uses the LDP to seal the vent valve and pump
battery charging. This is accomplished by cycling air into the system to pressurize it. If a leak is
the path to ground to the other generator field present, the PCM will continue pumping the LDP to
terminal (Generator field driver). replace the air that leaks out. The PCM determines
the size of the leak based on how fast/long it must
SPEED CONTROL pump the LDP as it tries to maintain pressure in
The PCM controls vehicle speed by operation of the system.
the speed control servo vacuum and vent solenoids.
Energizing the vacuum solenoid applies vacuum to
EVAP LEAK DETECTION SYSTEM COMPONENTS
the servo to increase throttle position. Operation of (FIGURE 1)
the vent solenoid slowly releases the vacuum allow- Service Port: Used with special tools like the
ing throttle position to decrease. A special dump Miller Evaporative Emissions Leak Detector
solenoid allows immediate release of throttle posi- (EELD) to test for leaks in the system.
EVAP Purge Solenoid: The PCM uses the EVAP
purge solenoid to control purging of excess fuel
5
vapors stored in the EVAP canister. It remains
closed during leak testing to prevent loss of pres-
sure.
EVAP Canister: The EVAP canister stores fuel
vapors from the fuel tank for purging.
EVAP Purge Orifice: Limits purge volume.
EVAP System Air Filter: Provides air to the LDP
for pressurizing the system. It filters out dirt while
allowing a vent to atmosphere for the EVAP system.
the PCM. This allows the PCM to monitor LDP

pumping action as it turns the LDP solenoid on and
off.
LDP AT REST (NOT POWERED)

When the LDP is at rest (no electrical/vacuum)
the diaphragm is allowed to drop down if the
internal (EVAP system) pressure is not greater than
the return spring. The LDP solenoid blocks the
LEAK DETECTION PUMP (LDP) COMPONENTS engine vacuum port and opens the atmospheric
The main purpose of the LDP is to pressurize the pressure port connected through the EVAP system
fuel system for leak checking. It closes the EVAP air filter. The vent valve is held open by the dia-
system vent to atmospheric pressure so the system phragm. This allows the canister to see atmospheric
can be pressurized for leak testing. The diaphragm pressure (Figure 3).
is powered by engine vacuum. It pumps air into the
EVAP system to develop a pressure of about 7.59 HO
(1/4) psi. A reed switch in the LDP allows the PCM
to monitor the position of the LDP diaphragm. The
PCM uses the reed switch input to monitor how fast
the LDP is pumping air into the EVAP system. This
allows detection of leaks and blockage.
The LDP assembly consists of several parts (Fig-
ure 2). The solenoid is controlled by the PCM, and it
connects the upper pump cavity to either engine
vacuum or atmospheric pressure. A vent valve
closes the EVAP system to atmosphere, sealing the
system during leak testing. The pump section of the
LDP consists of a diaphragm that moves up and
down to bring air in through the air filter and inlet
check valve, and pump it out through an outlet
check valve into the EVAP system.
The diaphragm is pulled up by engine vacuum, DIAPHRAGM UPWARD MOVEMENT
and pushed down by spring pressure, as the LDP
When the PCM energizes the LDP solenoid, the
solenoid turns on and off. The LDP also has a
solenoid blocks the atmospheric port leading
magnetic reed switch to signal diaphragm position
through the EVAP air filter and at the same time
to the PCM. When the diaphragm is down, the
opens the engine vacuum port to the pump cavity
switch is closed, which sends a 12 V (system volt-
above the diaphragm. The diaphragm moves up-
age) signal to the PCM. When the diaphragm is up,
ward when vacuum above the diaphragm exceeds
the switch is open, and there is no voltage sent to
spring force. This upward movement closes the vent
valve. It also causes low pressure below the dia-
6
phragm, unseating the inlet check valve and allow- the diaphragm will begin to oppose the spring
ing air in from the EVAP air filter. When the pressure, slowing the pumping action. The PCM
diaphragm completes its upward movement, the watches the time from when the solenoid is de-
LDP reed switch turns from closed to open (Figure energized, until the diaphragm drops down far
4). enough for the reed switch to change from opened to
closed. If the reed switch changes too quickly, a leak
may be indicated. The longer it takes the reed
switch to change state, the tighter the evaporative
system is sealed. If the system pressurizes too
quickly, a restriction somwehere in the EVAP sys-
tem may be indicated.
PUMPING ACTION
During portions of this test, the PCM uses the
reed switch to monitor diaphragm movement. The
solenoid is only turned on by the PCM after the reed
switch changes from open to closed, indicating that
the diaphragm has moved down. At other times
during the test, the PCM will rapidly cycle the LDP
solenoid on and off to quickly pressurize the system.
During rapid cycling, the diaphragm will not move
enough to change the reed switch state. In the state
of rapid cycling, the PCM will use a fixed time
DIAPHRAGM DOWNWARD MOVEMENT interval to cycle the solenoid.
Based on reed switch input, the PCM de- If the system does not pass the EVAP Leak
energizes the LDP solenoid, causing it to block the Detection Test, the following DTCs may be set:
vacuum port, and open the atmospheric port. This
P0442 EVAP LEAK MONITOR 0.0409 LEAK
connects the upper pump cavity to atmosphere
DETECTED
through the EVAP air filter. The spring is now able
to push the diaphragm down. The downward move- P0455 EVAP LEAK MONITOR LARGE LEAK
ment of the diaphragm closes the inlet check valve DETECTED
and opens the outlet check valve pumping air into P0456 EVAP LEAK MONITOR 0.0209 LEAK
the evaporative system. The LDP reed switch turns DETECTED
from open to closed, allowing the PCM to monitor P1486 EVAP LEAK MON PINCHED HOSE
LDP pumping (diaphragm up/down) activity (Fig- FOUND
ure 5. During the pumping mode, the diaphragm
P1494 LEAK DETECTION PUMP SW OR
will not move down far enough to open the vent
MECH FAULT
valve.
P1495 LEAK DETECTION PUMP SOLENOID
CIRCUIT
ENABLING CONDITIONS TO RUN EVAP LEAK

DETECTION TEST
1. Cold start: with ambient temperature (obtained
from modeling the inlet air temperature sensor
on passenger vehicles and the battery tempera-
ture sensor on Jeep & truck vehicles) between
4C (40F) and 32C (90F) for 0.040 leak. Be-
tween 4C (40F) and 29C (85F) for 0.020 leak.
2. Engine coolant temperature within: -12 to -8C
(10 to 18F) of battery/ambient.
3. Battery voltage between 10 and 15 volts.
The pumping cycle is repeated as the solenoid is

turned on and off. When the evaporative system
begins to pressurize, the pressure on the bottom of
7
NOTE: If battery voltage drops below 10 volts may be up. This could result in the LDP reed switch
for more than 5 seconds during engine being open when the key is turned to ON and a
cranking, the EVAP leak detection test will P1494 fault could be set because the PCM is expect-
not run. ing the reed switch to be closed.
After the key is turned ON, the PCM immedi-
4. Low fuel warning light off (fuel level must be ately tests the LDP solenoid circuit for electrical
between 15% and 85%). faults. If a fault is detected, DTC P1495 will set, the
5. MAP sensor reading 22 in Hg or above (This is MIL will illuminate, and the remaining EVAP Leak
the manifold absolute pressure, not vacuum). Detection Test is cancelled.
6. No engine stall during test. NOTE: If battery temperature is not within

range, or if the engine coolant temperature is
NOTE: The following values are approximate
not within a specified range of the battery
and vehicle specific. Use the values seen in
temperature, the PCM will not run tests for
pre test/monitor test screen on the DRBIIIT.
DTC P1494, P1486, P0442, P0455 and P04441.
See TSB 25-002-98 for more detail.
These temperature calibrations may be
A DTC will not set if a one-trip fault is set or if the
MIL is illuminated for any of the following:
different between models.
Purge Solenoid FIGURE 6 SECTION 2
All engine Controller Self Test Faults If DTCP1495 is not set, the PCM will check for
All Cam and/or Crank Sensor Faults DTC P1494. If the LDP reed switch was closed
MAP Sensor Faults when the key was turned to ON, the PCM ener-
gizes the LDP solenoid for up to 8 seconds and
Ambient/Battery Temperature Sensor Electrical monitors the LDP switch. As the LDP diaphragm is
Faults pulled up by engine vacuum, the LDP reed switch
All Coolant Sensor Faults should change from closed to open. If it does not, the
All TPS Faults PCM sets a temporary fault (P1494) in memory, and
waits until the next time the Enabling Conditions
LDP Pressure Switch Faults
are met to run the test again. If this is again
EGR Solenoid Electrical Faults detected, P1494 is stored and the MIL is illumi-
All Injector Faults nated. If the problem is not detected during the next
Baro Out Of Range enabling cycle, the temporary fault will be cleared.
However, if the PCM detects the reed switch open
Vehicle Speed Faults
when the key is turned to ON, the PCM must
LDP Solenoid Circuit determine if this condition is due to residual pres-
sure in the EVAP system, or an actual fault. The
PCM stores information in memory on EVAP sys-
tem purging from previous engine run or drive
cycles.
If little or no purging took place, residual pres-
sure could be holding the LDP diaphragm up,
causing the LDP switch to be open. Since this is not
a malfunction, the PCM cancels the EVAP Leak
Detection Test without setting the temporary fault.
If there was sufficient purging during the previ-
ous sycle to eliminate EVAP system pressure, the
PCM judges that this is a malfunction and sets a
temporary fault in memory. The next time that the
Enabling Conditions are met, the test will run
again. If the fault is again detected, the MIL will
illuminate and DTC 1494 will be stored. If the fault
is not detected, the temporary fault will be cleared.
FIGURE 6 SECTION 1
When the ignition key is turned to ON, the LDP
FIGURE 6 SECTION 3
diaphragm should be in the down position and the If no fault has been detected so far, the PCM
LDP reed switch should be closed. If the EVAP begins testing for possible blockage in the EVAP
system has residual pressure, the LDP diaphragm system between the LDP and the fuel tank. This is
done by monitoring the time required for the LDP to
8
pump air into the EVAP system during two to three on the size of leak detected. If no leak is detected
pump cycles. If no blockage is present, the LDP during the next test, the temporary fault will be
diaphragm is able to quickly pump air out of the cleared.
LDP each time the PCM turns off the LDP solenoid.
If a blockage is present, the PCM detects that the DIAGNOSTIC TIPS
LDP takes longer to complete each pump cycle. If During diagnosis, you can compare the LDP so-
the pump cycles take longer than expected (approx- lenoid activity with the monitor sequence in Figure
imately 6 to 10 seconds) the PCM will suspect a 6. If the PCM detects a problem that could set a
blockage. On the next drive when Enabling Condi- DTC, the testing is halted and LDP solenoid activ-
tions are met, the test will run again. If blockage is ity will stop. As each section of the test begins, it
again detected, P1486 is stored, and the MIL is indicates that the previous section passed success-
illuminated. fully. By watching to see which tests complete, you
can see if any conditions are present that the PCM
FIGURE 6 SECTION 4 considers abnormal.
After the LDP blockage tests are completed, the For example, if the LDP solenoid is energized for
PCM then tests for EVAP system leakage. First, the the test cycles to test for blockage (P1486), it means
PCM commands the LDP to rapidly pump for 20 to that the LDP has already passed its test for P1494.
50 seconds (depending on fuel level) to build pres- Then, if the PCM detects a possible blockage, it will
sure in the EVAP system. This evaluates the system set a temporary fault without turning on the MIL
to see if it can be sufficiently pressurized. This and continue the leak portion of the test. However,
evaluation (rapid pump cycling) may occur several the PCM will assume that the system is already
times prior to leak checking. The LDP reed switch pressurized and skip the rapid pump cycles.
does not close and open during rapid pumping Always diagnose leaks, if possible, before discon-
because the diaphragm does not travel through its necting connections. Disconnecting connections
full range during this part of the test. may mask a leak condition.
Keep in mind that if the purge solenoid seat is
FIGURE 6 SECTION 5 leaking, it could go undetected since the leak would
Next, the PCM performs one or more tests cycles end up in the intake manifold. Disconnect the purge
by monitoring the time required for the LDP reed solenoid at the manifold when leak checking. In
switch to close (diaphragm to drop) after the LDP addition, a pinched hose fault (P1486) could set if
solenoid is turned off. the purge solenoid does not purge the fuel system
If the switch does not close, or closes after a long properly (blocked seat). The purge solenoid must
delay, it means that the system does not have any vent the fuel system prior to the LDP system test. If
significant leakage and the EVAP Leak Detection the purge solenoid cannot properly vent the system
Test is complete. the LDP cannot properly complete the test for
However, if the LDP reed switch closes quickly, P1486 and this fault can be set due to pressure
there may be a leak or the fuel level may be low being in the EVAP system during the test sequence.
enough that the LDP must pump more to finish Multiple actuations of the DRBIIIt Leak Detec-
pressurizing the EVAP system. In this case, the tion Pump (LDP) Monitor Test can hide a 0.020 leak
PCM will rapidly pump the LDP again to build because of excess vapor generation. Additionally,
pressure in the EVAP system, and follow that by any source for additional vapor generation can hide
monitoring the time needed for several LDP test a small leak in the EVAP system. Excess vapor
cycles. This process of rapid pumping followed by generation can delay the fall of the LDP diaphragm
several LDP test cycles may repeat several times thus hiding the small leak. An example of this
before the PCM judges that a leak is present. condition could be bringing a cold vehicle into a
When leaks are present, the LDP test cycle time warm shop for testing for high ambient tempera-
will be inversely proportional to the size of the leak. tures.
The larger the leak, the shorter the test cycle time. Fully plugged and partially plugged underhood
The smaller the leak, the longer the test cycle time. vacuum lines have been known to set MIL condi-
DTCs may be set when a leak as small as 0.5 mm tions. P1494 and P0456 can be set for this reason.
(0.0209) diameter is present. Always, thoroughly, check plumbing for pinches or
If the system detects a leak, a temporary fault blockage before condemning components.
will be stored in PCM memory. The time it takes to
detect a .020, .040, or larger leak is based on TEST EQUIPMENT
calibrations that vary from model to model. The The Evaporative Emission Leak Detector (EELD)
important point to remember is if a leak is again Miller Special Tool 8404 is capable of visually de-
detected on the next EVAP Leak Detection Test, the tecting leaks in the evaporative system and will
MIL will illuminate and a DTC will be stored based take the place of the Evap System Diagnostic Kit.
9
The EELD utilizes shop air and a smoke generator Cylinder Compression The PCM cannot de-
to visually detect leaks down to 0.020 or smaller. tect uneven, low, or high engine cylinder compres-
The food grade oil used to make the smoke includes sion.(*)
an UV trace dye that will leave telltale signs of the Excessive Oil Consumption Although the
leak under a black light. This is helpful when PCM monitors the exhaust oxygen content through
components have to be removed to determine the the oxygen sensor when the system is in a closed
exact leak location. For detailed test instructions, loop, it cannot determine excessive oil consumption.
follow the operators manual packaged with the
EELD. NOTE: Any of these conditions could result
in a rich or lean condition causing an oxygen
IMPORTANT sensor trouble code to be stored in the PCM,
Be sure that the PCM has the latest software or the vehicle may exhibit one or moer of the
update. Reprogram as indicated by any applicable driveability symptoms listed in the Table of
Technical Service Bulletin. After LDP repairs are Contents.
completed, verify the repair by running the
DRBIIIt Leak Detection Pump (LDP) Monitor Test 3. 2. 5 SKIS OVERVIEW
as described in Technical Service Bulletin 18-12-99.
The Sentry Key Immobilizer System (SKIS) is an
immobilizer system designed to prevent unautho-
3. 2. 4 NON-MONITORED CIRCUITS
rized vehicle operation. The system consists of Sen-
The PCM does not monitor the following circuits, try Key Immobilizer Module (SKIM) sends a PCI
systems, and conditions even though they could Bus message to the engine controller indicating
have malfunctions that result in driveability prob- ignition key status. Upon receiving this message
lems. A diagnostic code may not be displayed for the the PCM will terminate engine operation or allow
following conditions. However, problems with these the engine to continue to operate.
systems may cause a diagnostic code to be displayed
for other systems. For example, a fuel pressure 3. 2. 6 SKIM ON-BOARD DIAGNOSTICS
problem will not register a diagnostic code directly,
The SKIM has been programmed to transmit and
but could cause a rich or lean condition. This could
monitor many different coded messages as well as
cause an oxygen sensor, fuel system, or misfire
PCI Bus messages. This monitoring is called On-
monitor trouble code to be stored in the PCM.
Board Diagnosis.
Engine Timing The PCM cannot detect an
Certain criteria must be met for a diagnostic
incorrectly indexed timing chain, camshaft
trouble code to be entered into the SKIM memory.
sprocket, or crankshaft sprocket. The PCM also
The criteria may be a range of Input voltage, PCI
cannot detect an incorrectly indexed distributor or
Bus message, or coded messages to the SKIM. If all
Cam Sensor.(*)
of the criteria for monitoring a circuit or function
Fuel Pressure Fuel pressure is controlled by
are met and a fault is sensed, a diagnostic trouble
the fuel pressure regulator. The PCM cannot detect
code will be stored in the SKIM memory.
a clogged fuel pump inlet filter, clogged in-line filter,
or a pinched fuel supply.(*)
Fuel Injectors The PCM cannot detect a 3. 2. 7 SKIS OPERATION
clogged fuel injector, a sticking pintle, or that an When ignition power is supplied to the SKIM, the
incorrect injector is installed.(*) SKIM performs an internal self-test. After the self-
Fuel Requirements Poor quality gasoline can test is completed, the SKIM energizes the antenna
cause problems such as hard starting, stalling, and (this activates the transponder chip) and sends a
stumble. Use of methanol-gasoline blends may re- challenge to the transponder chip. The transponder
sult in starting and driveability problems. (See chip responds to the challenge by generating an
individual symptoms and their definitions in Sec- encrypted response message using the following:
tion 6.0 Glossary of Terms). Secret Key - This is an electronically stored
PCM Grounds The PCM cannot detect a poor value (identification number) that is unique to each
system ground. However, a diagnostic trouble code SKIS. The secret key is stored in the SKIM, PCM,
may be stored in the PCM as a result of this and all ignition key transponders.
condition. Challenge - This is a random number that is
Throttle Body Air Flow The PCM cannot generated by the SKIM at each ignition key cycle.
detect a clogged or restricted air cleaner inlet or The secret key and challenge are the two variables
filter element.(*) used in the algorithm that produces the crypto
Exhaust System The PCM cannot detect a algorithm to receive, decode and respond to the
plugged, restricted, or leaking exhaust system.(*) message sent by the SKIM. After responding to the
coded message, the transponder sends a transpon-
10
der ID message to the SKIM. The SKIM compares 12-volt pull-ups, drivers and ground sensors). These
the transponder ID to the available valid ignition failures are difficult to detect when a double fault
key codes in the SKIM memory (8 key maximum). has occurred and only one DTC has set.
After validating the key, the SKIM sends a PCI Bus
message called a Seed Request to the engine NOTE: If the PCM and the SKIM are
controller then waits for a PCM response. If the replaced at the same time, program the VIN
PCM does not respond, the SKIM will send the seed into the PCM first. All vehicle keys will then
request again. After three failed attempts, the need to be replaced and programmed to the
SKIM will stop sending the seed request and store new SKIM.
a trouble code. If the PCM sends a seed response, The SKIS Secret Key is an ID code that is
the SKIM sends a valid/invalid key message to the unique to each SKIS. This code is programmed and
PCM. This is an encrypted message that is gener- stored in the SKIM, PCM and transponder chip
ated using the following: (ignition key). When replacing the PCM it is neces-
VIN - Vehicle Identification Number sary to program the secret key into the PCM.
Seed - This is a random number that is generated 1. Turn the ignition on (transmission in park/
by the PCM at each ignition key cycle. neutral).
The VIN and seed are the two variables used in
the rolling code algorithm that encrypts the valid/ 2. Use the DRBIIIt and select THEFT ALARM,
invalid key message. The PCM uses the rolling SKIM then MISCELLANEOUS.
code algorithm to receive, decode and respond to the 3. Select PCM REPLACED.
valid/invalid key message sent by the SKIM. After 4. Enter secured access mode by entering the vehi-
sending the valid/invalid key message the SKIM cle four-digit PIN.
waits 3.5 seconds for a PCM status message from
the PCM. If the PCM does not respond with a valid NOTE: If three attempts are made to enter
key message to the SKIM, a fault is detected and a the secure access mode using an incorrect
trouble code is stored. The SKIS incorporates a PIN, secured access mode will be locked out
warning lamp located in the instrument cluster. for one hour. To exit ths lockout mode, turn
The lamp receives power and ground from the the ignition to the RUN position for one hour
instrument cluster. The lamp is actuated when the then enter the correct PIN. (Ensure all
SKIM sends a PCI Bus message to the instrument
accessories are turned off. Also, monitor the
cluster requesting the lamp on. The SKIM will
request warning lamp illumination for:
battery state and connect a battery charger if
necessary).
bulb checks at ignition on
5. Press ENTER to transfer the secret key (the
to alert the vehicle operator to a SKIS mal-
SKIM will send the secret key to the PCM).
function
customer key programming mode 3. 2. 9 PROGRAMMING THE SENTRY KEY
For all faults except transponder faults and VIN
mismatch, the lamp remains on steady. In the event IMMOBILIZER MODULE
of a transponder fault the light flashes at a rate of
1 Hz (once per second). If a fault is present the lamp NOTE: If the PCM and the SKIM are
will remain on or flashing for the complete ignition replaced at the same time, program the VIN
cycle. If a fault is stored in SKIM memory which into the PCM first. All vehicle keys will then
prevents the system from operating properly, the need to be replaced and programmed to the
PCM will allow the engine to start and run (for two new SKIM.
seconds) up to six times. After the sixth attempt the
1. Turn the ignition on (transmission in park/
PCM will not allow engine to start.
neutral).
3. 2. 8 PROGRAMMING THE POWERTRAIN 2. Use the DRBIIIt and select THEFT ALARM,
SKIM, then MISCELLANEOUS.
CONTROL MODULE 3. Select SKIM MODULE REPLACEMENT
Important Notice: Before replacing the PCM (GASOLINE).
for a failed driver, control circuit or ground circuit,
4. Program the vehicle four-digit PIN into the
be sure to check the related component/circuit in-
SKIM.
tegrity for failures not detected due to a double fault
in the circuit. Most PCM driver/control circuit fail- 5. Select COUNTRY CODE and enter the correct
ures are caused by internal failure to components country.
(i.e. relay and solenoids) and short circuits (i.e.
11
NOTE: Be sure to enter the correct country 3. 3 DIAGNOSTIC TROUBLE CODES
code. If the incorrect country code is
programmed into SKIM, the SKIM must be Each diagnostic trouble code is diagnosed by
replaced. following a specific testing procedure. The diagnos-
tic test procedures contain step-by-step instructions
6. Select UPDATE VIN (the SKIM will learn the for determining the cause of trouble codes as well as
VIN from the PCM). no trouble code problems. It is not necessary to
7. Press ENTER to transfer the VIN (the PCM perform all of the tests in this book to diagnose an
will send the VIN to the SKIM). individual code.
Always begin by reading the diagnostic trouble
8. The DRBIIIt will ask if you want to transfer the codes using the DRBIIIt.
secret key from the PCM. This will ensure the
current vehicle ignition keys will still operate
3. 3. 1 HARD CODE
the SKIS system.
A diagnostic trouble code that comes back within
3. 2. 10 PROGRAMMING THE IGNITION one cycle of the ignition key is a hard code. This
means that the defect is present when the PCM
KEYS TO THE SENTRY KEY checks that circuit or function. Procedures in this
IMMOBILIZER MODULE manual verify if the trouble code is a hard code at
the beginning of each test. When it is not a hard
1. Turn the igntion on (transmission in park/ code, an intermittent test must be performed.
neutral). Codes that are for OBDII/EUROIII monitors will
2. Use the DRBIIIt and select THEFT ALARM, not set with just the ignition key on. Comparing
SKIM then MISCELLANEOUS. these to non-emission codes, they will seem like an
3. Slect PROGRAM IGNITION KEYS. intermittent. These codes require a set of parame-
ters to be performed (The DRBIIIt pre-test screens
4. Enter secured access mode by entering the vehi- will help with this for MONITOR codes), this is
cle four-digit PIN. called a TRIP. All OBDII/EUROIII DTCs will set
NOTE: A maximum of eight keys can be after two or in some cases one trip failures, and the
MIL will be turned on. These codes require three
learned to each SKIM. Once a key is learned
successful, no failures, TRIPS to extinguish the
to a SKIM, the key cannot be transferred to MIL, followed by 40 warm-up cycles to erase the
another vehicle. code. For further explanation of TRIPS, Pre-test
If ignition key programming is unsuccessful, the screens, Warm-up cycles, and the use of the
DRB IIIt will display one of the following messages: DRBIIIt, refer to the On Board Diagnostic training
Program Not Attempted - The DRBIIIt attempts booklet #81-699-97094.
to read the programmed key status and there are no
keys programmed in the SKIM memory. 3. 3. 2 INTERMITTENT CODE
Programming Key Failed - (Possible Used Key
From Wrong Vehicle) - SKIM is unable to program A diagnostic trouble code that is not present every
key due to one of the following: time the PCM checks the circuit is an intermittent
code. Most intermittent codes are caused by wiring
faulty ignition key transponder or connector problems. Intermittents that come and
ignition key is programmed to another vehicle. go like this are the most difficult to diagnose; they
8 Keys Already Learned, Programming Not must be looked for under specific conditions that
Done - SKIM transponder ID memory is full. cause them. The following procedures may assist
you in identifying a possible intermittent problem:
Obtain ignition keys to be programmed from
customer (8 keys maximum). Visually inspect related wire harness connectors.
Look for broken, bent, pushed out, or corroded
Using the DRBIIIt, erase all ignition keys by
terminals.
selecting MISCELLANEOUS and ERASE
ALL CURRENT IGN. KEYS. Visually inspect the related harnesses. Look for
chafed, pierced, or partially broken wire.
Program all ignition keys.
Refer to any S.T.A.R. Hotline Newsletters or
Learned Key In Ignition - Ignition key tran- technical service bulletins that may apply.
sponder ID is currently programmed in SKIM mem-
Use the DRBIIIt data recorder or co-pilot.
ory.
12
3. 3. 3 STARTS SINCE SET COUNTER diagnosis of a vehicle that may have a driveability-
related symptom or complaint.
This reset counter counts the number of times the
vehicle has been started since codes were last set or
erased. This counter will count up to 255 start
3. 4 USING THE DRBIIIT
counts. Refer to the DRBIIIt users guide for instructions
The number of starts helps determine when the and assistance with reading trouble codes, erasing
trouble code actually happened. This is recorded by trouble codes, and other DRBIIIt functions.
the PCM and can be viewed on the DRBIIIt as
STARTS since set.
3. 5 DRBIIIT ERROR MESSAGES AND
When there are no trouble codes stored in mem-
ory, the DRBIIIt will display NO TROUBLE BLANK SCREEN
CODES FOUND and the reset counter will show
STARTS since set = XXX. Under normal operation, the DRBIIIt will dis-
OBDII/EUROIII vehicles will also display a DTC play one of only two error messages:
Specific or Global Good Trip counter which will User-Requested WARM Boot by pressing
indicate the number of Good Trips since the DTC MORE and NO at the same time.
was set. After 3 consecutive Good Trips, the MIL is ver: 2.29
extinguished and the good trip counter is replaced date: 1 Oct 93
by a Warm Up Cycle counter. 40 Warm-up Cycles file: key_itf.cc
will erase the DTC and Freeze Frame information. date: Jan 12 1994
line: 544
3. 3. 4 NO START INFORMATION err: 0x1
User-Requested WARM Boot
IMPORTANT NOTE: Press MORE to switch between this display
If the Powertrain Control Module has been pro- and the application screen.
grammed, a DTC will set in the ABS and Air bag Press F4 when done noting information.
modules. In addition, if the vehicle is equipped with
a Sentry Key Immobilizer Module (SKIM), Secret or
Key data must be updated to enable starting. User-Requested COLD Boot by pressing
MORE and YES at the same time.
FOR ABS AND AIR BAG SYSTEMS: ver: 2.29
1. Enter correct VIN and Mileage in PCM. date: 1 Oct 99
2. Erase codes in ABS and Air Bag modules. file: key_hnd1.cc
date: Mar 8 2000
FOR SKIM THEFT ALARM: line: 1297
err: 0x1
1. Connect the DRBIIIt to the data link connector. User-Requested COLD Boot
2. Go to Theft Alarm, SKIM, Misc. and place the
SKIM in secured access mode, by using the Press MORE to switch between this display
appropriate PIN code for this vehicle. and the application screen.
Press F4 when done noting information.
3. Select Update the Secret Key data, data will be
transferred from the SKIM to the PCM (This is
If the DRBIIIt should display any other error
required to allow the vehicle to start with the
message, record the entire display and call the Star
new PCM).
Center.
4. If three attempts are made to enter secured
access mode using the incorrect PIN, secured 3. 5. 1 DRBIIIT DOES NOT POWER UP
access mode will be locked out for one hour. To
exit this lock out mode, leave the ignition key in If the LEDs do not light or no sound is emitted at
the Run/Start position for one hour. Ensure all start up, check for loose cable connections or a bad
accessories are turned off. Also monitor the bat- cable. Check the vehicle battery voltage (data link
tery state and connect a battery charger if nec- connector cavity 16). Check for proper ground con-
essary. nection at DLC cavity. A minimum of 11 volts is
After reading Section 3.0 (System Description required to adequately power the DRBIIIt.
and Functional Operation), you should have a bet- If all connections are proper between the
ter understanding of the theory and operation of the DRBIIIt and the vehicle or other devices, and the
on-board diagnostics, and how this relates to the vehicle battery is fully charged, and inoperative
DRBIIIt
13
may be the result of faulty cable or vehicle wiring. When servicing a vehicle, always wear eye pro-
For a blank screen, refer to the appropriate body tection, and remove any metal jewelry such as
diagnostics manual. watchbands or bracelets that might make an inad-
vertent electrical contact.
3. 5. 2 DISPLAY IS NOT VISIBLE When diagnosing a powertrain system problem,
Low temperatures will affect the visibility of the it is important to follow approved procedures where
display. Adjust the contrast to compensate for this applicable. These procedures can be found in ser-
condition. vice manual procedures. Following these proce-
dures is very important to the safety of individuals
performing diagnostic tests.
4. 2. 2 VEHICLE PREPARATION FOR

TESTING
Make sure the vehicle being tested has a fully
charged battery. If it does not, false diagnostic codes
or error messages may occur.
4. 2. 3 SERVICING SUB-ASSEMBLIES
Some components of the powertrain system are
intended to be serviced as an assembly. Attempting
to remove or repair certain system sub-components
may result in personal injury and/or improper sys-
tem operation. Only those components with ap-
proved repair and installation procedures in the
service manual should be serviced.
4 .0 DI SCLAI M ERS, SAFET Y,
WARN I N GS 4. 2. 4 DRBIIIT SAFETY INFORMATION
WARNING: EXCEEDING THE LIMITS OF THE
4. 1 DISCLAIMERS DRBIIIT MULTIMETER IS DANGEROUS. IT
CAN EXPOSE YOU TO SERIOUS INJURY.
All information, illustrations, and specifications
CAREFULLY READ AND UNDERSTAND THE
contained in this manual are based on the latest
CAUTIONS AND THE SPECIFICATION
information available at the time of publication.
The right is reserved to make changes at any time LIMITS.
without notice. Follow the vehicle manufacturers service specifi-
cations at all times.
4. 2 SAFETY Do not use the DRBIIIt if it has been damaged.
Do not use the test leads if the insulation is
damaged or if metal is exposed.
4. 2. 1 TECHNICIAN SAFETY INFORMATION To avoid electrical shock, do not touch the test
leads, tips, or the circuit being tested.
WARNING: ENGINES PRODUCE CARBON
Choose the proper range and function for the
MONOXIDE THAT IS ODORLESS, CAUSES
measurement. Do not try voltage or current mea-
SLOWER REACTION TIME, AND CAN LEAD surements that may exceed the rated capacity.
TO SERIOUS INJURY. WHEN THE ENGINE IS
Do not exceed the limits shown in the table below:
OPERATING, KEEP SERVICE AREAS WELL
VENTILATED OR ATTACH THE VEHICLE
EXHAUST SYSTEM TO THE SHOP EXHAUST FUNCTION INPUT LIMIT
REMOVAL SYSTEM. Volts 0 - 500 peak volts AC
Set the parking brake and block the wheels before 0 - 500 volts DC
testing or repairing the vehicle. It is especially
Ohms (resistance)* 0 - 1.12 megohms
important to block the wheels on front-wheel drive
vehicles; the parking brake does not hold the drive Frequency Measured 0 - 10 kHz
wheels. Frequency Generated
14
FUNCTION INPUT LIMIT Be careful when performing electrical tests so as
to prevent accidental shorting of terminals. Such
Temperature -50 - 600C mistakes can damage fuses or components. Also, a
-58 - 1100F second DTC could be set, making diagnosis of the
* Ohms cannot be measured if voltage is present. original problem more difficult.
Ohms can be measured only in a non-powered
circuit. 5 .0 REQU I RED T OOLS AN D
Voltage between any terminal and ground must EQU I PM EN T
not exceed 500v DC or 500v peak AC.
Use caution when measuring voltage above 25v DRBIIIt (diagnostic read-out box) scan tool
DC or 25v AC. Evaporative Emissions Leak Detector #8404
A 10A fuse or circuit breaker must be used to Fuel pressure kit #8978
protect the circuit being tested. fuel filler adapter #8382
fuel pressure adapter (C-6631) or #6539
Use the low current shunt to measure circuits up
fuel pressure kit (C-4799-B) or #5069
to 10A. Use the high current clamp to measure
fuel release hose (C-4799-1)
circuits exceeding 10A.
Mirco 420 battery system tester
When testing for the presence of voltage or cur- min air flow fitting #6714
rent, make sure the meter is functioning cor- jumper wires
rectly. Take a reading of a known voltage or ohmmeter
current before accepting a zero reading. oscilloscope
When measuring current, connect the meter in vacuum gauge
series with the load. voltmeter
Disconnect the live test lead before disconnecting 12-volt test light minimum 25 ohms resistance
the common test lead. with probe #6801
When using the meter function, keep the CAUTION: A 12-volt test light should not be
DRBIIIt away from spark plug or coil wires to used for the following circuits, damage to the
avoid measuring error from outside interference.
powertrain controller will occur.
4. 3 WARNINGS AND CAUTIONS 5-Volt Supply
8 Volt Supply
J1850 PCI Bus
4. 3. 1 ROAD TEST WARNINGS
CCD Bus
Some complaints will require a test drive as part
CKP Sensor Signal
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic CMP Sensor Signal
code or symptom condition. Vehicle Speed Sensor Signal
O2 Sensor Signal
CAUTION: Before road testing a vehicle, be
sure that all components are reassembled.
During the test drive, do not try to read the 6 .0 ACRON Y M S
DRBIIIT screen while in motion. Do not hang
the DRBIIIT from the rear view mirror or A/C air conditioning
operate it yourself. Have an assistant ABS anti-lock brake system
available to operate the DRBIIIT.
ASD auto shutdown relay
4. 3. 2 VEHICLE DAMAGE CAUTIONS Relay
Before disconnecting any control module, make APPS accelerator pedal position sensor
sure the ignition is off. Failure to do so could
damage the module. Baro barometric pressure
When testing voltage or continuity at any control BCM body control module
module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the BTS battery temperature sensor
insulation; this will damage the insulation and wire
CAA clean air act
and eventually cause it to fail because of corrosion.
15
CAB controller antilock brakes IAC idle air control motor
Motor
CARB California air resources board
IAT intake air temperature sensor
CCD Bus Chrysler collision detection bus Sensor
CKP crank position sensor I/M inspection and maintenance testing
Sensor
JTEC Jeep/Truck engine controller
CMP camshaft position sensor
Sensor LDP leak detection pump
CO carbon monoxide LSIACV linear solenoid idle air control valve
DCP duty-cycle purge solenoid MAF mass air flow
Solenoid
MAP manifold absolute pressure sensor
DLC data link connector Sensor
DRBIIIt diagnostic readout box 3rd gener- MDS2t Mopar diagnostic system 2nd gen-
ation eration
DTC diagnostic trouble code MIL malfunction indicator lamp
DVOM digital volt ohm meter MTV manifold tuning valve
EATX II electronic automatic transmission NGC next generation controller
controller 2nd Generation
NTC negative temperature coefficient
EC European community
NVLD natural vacuum leak detection
ECT engine coolant temperature sensor
O2Sensor oxygen sensor
Sensor
O2S oxygen sensor
EE- electrically erasable programmable
PROM read only memory OBD I on board diagnostics 1st genera-
tion
EGR exhaust gas recirculation valve
Valve OBD II on-board diagnostics 2nd genera-
tion
EMCC electronic modulated converter
clutch ORVR on-board refueling vapor recovery
EMI electro-magnetic interference PCI Bus programmable communications in-
terface bus (J1850)
EOBD European OBD (based upon Euro
Stage III) PCM powertrain control module
EPA Environmental Protection Agency PCV positive crankcase ventilation
EPP engine position pulse PDC power distribution center
Eu European Union PEP peripheral expansion port
EVAP evaporative emission system P/N park/neutral
EVR electronic voltage regulator PPS proportional purge solenoid
EWMA exponentially weighted moving PS power steering
average
PSP power steering pressure (switch)
FTP federal test procedure
PTC positive temperature coefficient
HC hydrocarbons
PWM pulse-width modulation
HO2S heated oxygen sensor
RAM random access memory
Genera- previously called alternator
tor RFI radio frequency interference
16
RKE remote keyless entry
RPM revolutions per minute
SAE Society of Automotive Engineers
SBEC single board engine controller
SCW Similar Conditions Window
SKIM sentry key immobilizer module
SRV short runner valve
TCC torque converter clutch
TCM transmission control module
TDC top dead center
TPS throttle position sensor
TRS transmission range sensor
VSS vehicle speed sensor
WOT wide open throttle
17
NOTES
18
7 .0
DI AGN OST I C I N FORM AT I ON AN D
PROCEDU RES
19
COM M U N I CAT I ON
Symptom:
*NO RESPONSE FROM PCM (PCI BUS)
POSSIBLE CAUSES
PCM PCI NO RESPONSE
PCI BUS CIRCUIT OPEN
POWERTRAIN CONTROL MODULE
TEST ACTION APPLICABILITY

1 Turn the ignition on. All
NOTE: As soon as one or more module communicates with the DRB, answer
the question.
With the DRBIIIt, enter Body then Electro/Mechanical Cluster (MIC).
With the DRBIIIt, enter Passive Restraints then Airbag.
Were you able to establish communications with any of the modules?
Yes Go To 2
No Refer to symptom PCI Bus Communication Failure in the Com-

munications category.
Perform POWERTRAIN VERIFICATION TEST VER - 1.
2 With the DRBIIIt read PCM Diagnostic Trouble Codes. This is to ensure power and All
grounds to the PCM are operational.
NOTE: If the DRBIIIt will not read PCM DTCs, follow the NO RESPONSE
TO PCM (SCI only) symptom path.
NOTE: If the vehicle will not start and the DRBIIIt displays a no response
message, refer to the appropriate symptom in the powertrain diagnostic
procedures.
Turn the ignition off.
Disconnect the PCM C3 harness connector.
Use Scope input cable CH7058, Cable to Probe adapter CH7062, and the red and
black test probes.
Connect the scope input cable to the channel one connector on the DRBIIIt. Attach
the red and black leads and the cable to probe adapter to the scope input cable.
Install DRBIIIt SuperCard 2 CH8361 into DRBIIIt.
With the DRBIIIt select Pep Module Tools.
Select lab scope.
Select Live Data.
Select 12 volt square wave.
Press F2 for Scope.
Press F2 and use the down arrow to set voltage range to 20 volts. Press F2 again
when complete.
Connect the Black lead to the PCM ground. Connect the Red lead to the PCI Bus
circuit in the PCM connector.
Turn the ignition on.
Observe the voltage display on the DRBIIIt Lab Scope.
Does the voltage pulse from 0 to approximately 7.5 volts?
Yes Replace and program the Powertrain Control Module in accor-

dance with the Service Information.
No Repair the PCI Bus circuit for an open.

20
Symptom:
*NO RESPONSE FROM PCM (SCI ONLY)
POSSIBLE CAUSES
CHECK PCM POWERS AND GROUNDS
CONTROLLER ANTILOCK BRAKE
SCI TRANSMIT CIRCUIT SHORTED TO VOLTAGE
TRANSMISSION CONTROL MODULE
SCI RECEIVE CIRCUIT SHORTED TO VOLTAGE
SCI CIRCUITS SHORTED TOGETHER
SCI TRANSMIT CIRCUIT SHORTED TO GROUND
SCI RECEIVE CIRCUIT SHORTED TO GROUND
SCI RECEIVE CIRCUIT OPEN
SCI TRANSMIT CIRCUIT OPEN
POWERTRAIN CONTROL MODULE

1 Perform the symptom Checking PCM Power and Ground Circuits in the Driveability All
category.
NOTE: With the DRBIIIt in the generic scan tool mode, attempt to commu-
nicate with the PCM.
NOTE: If the DRBIIIt can communicate with the PCM in the generic scan
tool mode, it may not be necessary to perform this step.
Did the vehicle pass this test?
Yes Go To 2
No Repair as necessary.
2 Turn the ignition off. All

Disconnect the PCM harness connectors.
Disconnect the DRB from the DLC.
Measure the resistance between ground and the SCI Transmit circuit.
Is the resistance below 5.0 ohms?
Yes Go To 3
No Go To 5

Disconnect the CAB harness connector (if equipped).
NOTE: If vehicle is not equipped with antilock brakes, answer yes to the
question.
Yes Go To 4
No Replace the Controller Antilock Brake in accordance with the
service information.
21
*NO RESPONSE FROM PCM (SCI ONLY) Continued

Disconnect the TCM harness connector (if equipped).
NOTE: If vehicle is not equipped with a TCM, answer yes to the question.
Yes Repair the SCI Transmit circuit for a short to ground.
No Replace the Transmission Control Module in accordance with the

service information.

Disconnect the TCM harness connector (if equipped).
Disconnect the CAB harness connector (if equipped).
Measure the voltage of the SCI Transmit circuit at the DLC connector (cav 7).
Is the voltage above 1.0 volt?
Yes Repair the SCI Transmit circuit for a short to voltage.
No Go To 6

Measure the voltage of the SCI Receive circuit at the DLC connector (cav 6).
Yes Repair the SCI Receive circuit for a short to voltage.
No Go To 7

Measure the resistance between the SCI Transmit circuit and the SCI Receive circuit
at the PCM connector.
Yes Repair the short between the SCI Transmit and the SCI Receive
circuits.
No Go To 8

Measure the resistance between ground and the SCI Receive circuit.
Yes Repair the SCI Receive circuit for a short to ground.

No Go To 9
22
*NO RESPONSE FROM PCM (SCI ONLY) Continued

Measure the resistance of the SCI Receive circuit between the PCM connector and
the DLC.
Yes Go To 10
No Repair the SCI Receive circuit for an open.


Measure the resistance of the SCI Transmit circuit between the PCM connector and
the DLC.
Yes Go To 11
No Repair the SCI Transmit circuit for an open.
11 If there are no possible causes remaining, view repair. All

Repair
Replace and program the Powertrain Control Module in accor-
dance with the Service Information.
23
Symptom:
*NO RESPONSE FROM SENTRY KEY IMMOBILIZER MODULE
POSSIBLE CAUSES
ATTEMPT TO COMMUNICATE WITH THE INSTRUMENT CLUSTER
GROUND CIRCUIT OPEN
FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN
FUSED B(+) CIRCUIT OPEN
OPEN PCI BUS CIRCUIT
SENTRY KEY IMMOBILIZER MODULE

1 Turn the ignition on. All
With the DRB, enter Body then Electro/Mech Cluster.
Was the DRB able to I/D or communicate with the Instrument Cluster?
Yes Go To 2
No Refer to the symptom list for problems related to no communica-
tion with the Instrument Cluster.
Perform SKIS VERIFICATION.

Disconnect the SKIM harness connector.
Using a 12-volt test light connected to 12-volts, probe the ground circuit.
Is the test light illuminated?
Yes Go To 3
No Repair the ground circuit for an open.

Using a 12-volt test light connected to ground, probe the Fused Ignition Switch
Output circuit.
Yes Go To 4
No Repair the Fused Ignition Switch Output circuit for an open.


Using a 12-volt test light connected to ground, probe the Fused B(+) circuit.
Yes Go To 5
No Check the Fuse in the Fuse Block for an open. Refer to the wiring
diagrams. If OK, repair the Fused B+ circuit for an open.
24
*NO RESPONSE FROM SENTRY KEY IMMOBILIZER MODULE

Continued
5 Note: Ensure there is PCI Bus communication with other modules on the All
vehicle before proceeding. If not, refer to the symptom list from the menu
and repair as necessary.
black test probes.
Connect the scope input cable to the channel one connector on the DRB. Attach the
red and black leads and the cable to probe adapter to the scope input cable.
With the DRBIIIt select Pep Module Tools.
Select lab scope.
Select Live Data.
Press F2 for Scope.
when complete.
Connect the Black lead to the chassis ground. Connect the Red lead to the PCI Bus
circuit in the SKIM connector.
Observe the voltage display on the DRB Lab Scope.
Does the voltage pulse from 0 to approximately 7.5 volts?
Yes Go To 6

Repair
Replace and program the Sentry Key Immobilizer Module in
accordance with the Service Information.
25
Symptom:
*PCI BUS COMMUNICATION FAILURE
POSSIBLE CAUSES
WIRING HARNESS INTERMITTENT
OPEN PCI BUS CIRCUIT AT THE DATA LINK CONNECTOR (DLC)
PCI BUS CIRCUIT SHORTED TO VOLTAGE
MODULE SHORT TO VOLTAGE
PCI BUS CIRCUIT SHORTED TO GROUND
MODULE SHORT TO GROUND

1 Note: Determine which modules this vehicle is equipped with before begin- All
ning.
Note: When attempting to communicate with any of the modules on this
vehicle, the DRB will display 1 of 2 different communication errors: a NO
RESPONSE message or a BUS +/- SIGNALS OPEN message.
Using the DRB, attempt to communicate with the following control modules:
Airbag Control Module
SKIM (SENTRY KEY IMMOBILIZER)
MIC (INSTRUMENT CLUSTER)
Was the DRBIIIt able to communicate with one or more Module(s)?
Yes Go To 2
No Go To 3

Note: Visually inspect the related wiring harness. Look for any chafed,
pierced, pinched, or partially broken wires.
Note: Visually inspect the related wire harness connectors. Look for broken,
bent, pushed out, or corroded terminals.
Note: If the DRB can not communicate with a single module, refer to the
category list for the related symptom.
Were any problems found?
Yes Repair wiring harness/connectors as necessary.

Perform BODY VERIFICATION TEST - VER 1.
No Test Complete.

Disconnect the PCM harness connector.
Disconnect the DRB from the Data Link Connector (DLC).
Disconnect the negative battery cable.
Measure the resistance of the PCI Bus circuit between the Data Link Connector
(DLC) and the PCM connector.
Yes Go To 4

26
*PCI BUS COMMUNICATION FAILURE Continued

4 NOTE: Reconnect the PCM harness connector and the negative battery All
cable.
Measure the voltage of the PCI Bus circuit at the Data Link Connector (DLC).
Is the voltage above 7.0 volts?
Yes Go To 5
No Go To 6

Using a voltmeter, connect one end to the PCI Bus circuit at the DLC, and the other
end to ground.
Note: When performing the next step turn the ignition off (wait one minute)
before disconnecting any module. When the module is disconnected turn
the ignition on to check for a short to voltage.
While monitoring the voltmeter, disconnect each module the vehicle is equipped with
one at a time.
Is the voltage steadily above 7.0 volts with all the modules disconnected?
Yes Repair the PCI Bus circuit for a short to voltage.
No Replace the module that when disconnected the short to voltage

was eliminated.

Disconnect the negative battery cable.
Using a ohmmeter, connect one end to the PCI Bus circuit at the DLC, and the other
end to ground.
While monitoring the ohmmeter, disconnect each module the vehicle is equipped with
one at a time.
NOTE: Total bus resistance to ground thru all of the modules is typically
between 350 to 1000 ohms. The more modules on the bus, the lower the total
bus resistance will be.
Is the resistance below 150.0 ohms with all the modules disconnected?
Yes Repair the PCI Bus circuit for a short to ground.
No Replace the module that when disconnected the short to ground

was eliminated.
27
DRI V EABI LI T Y - GAS
Symptom:
INTERMITTENT CONDITION
POSSIBLE CAUSES

1 NOTE: The conditions that set the DTC are not present at this time. The All
following list may help in identifying the intermittent condition.
WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.
Refer to any Technical Service Bulletins (TSBs) that may apply.
Review the DRBIIIt Freeze Frame information. If possible, try to duplicate the
conditions under which the DTC set.
With the engine running at normal operating temperature, monitor the DRBIIIt
parameters related to the DTC while wiggling the wire harness. Look for parameter
values to change and/or a DTC to set.
Visually inspect the related wire harness. Disconnect all the related harness
connectors. Look for any chafed, pierced, pinched, partially broken wires and broken,
Perform a voltage drop test on the related circuits between the suspected faulty
component and the PCM.
Inspect and clean all PCM, engine, and chassis grounds.
If numerous trouble codes were set, use a wire schematic and look for any common
ground or supply circuits
For any Relay DTCs, actuate the Relay with the DRBIIIt and wiggle the related wire
harness to try to interrupt the actuation.
For intermittent Evaporative Emission trouble codes perform a visual and physical
inspection of the related parts including hoses and the Fuel Filler cap.
For intermittent Misfire DTCs check for restrictions in the Intake and Exhaust
system, proper installation of Sensors, vacuum leaks, and binding components that
are run by the accessory drive belt.
Use the DRBIIIt to perform a System Test if one applies to failing component.
A co-pilot, data recorder, and/or lab scope should be used to help diagnose intermit-
tent conditions.
Were any problems found during the above inspections?
Yes Repair as necessary
No Test Complete.
28
Symptom List:
P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW
P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0031-O2 SENSOR 1/1 HEATER
CIRCUIT LOW.
When Monitored and Set Condition:

When Monitored: Battery voltage above 10.6 volts, ASD is powered up, and O2 heater is
on.
Set Condition: Desired state does not match Actual state.

off.
Set Condition: Desired state does not equal Actual state.

on.

off.

on.

off.
29
P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW Continued
POSSIBLE CAUSES
O2 HEATER TEST
O2 SENSOR HEATER ELEMENT
(F142) FUSED ASD RELAY OUTPUT CIRCUIT
HEATER CONTROL CIRCUIT OPEN
HEATER CONTROL CIRCUIT SHORTED TO GROUND
PCM

1 Check for any related TSBs. All
Ignition on, engine not running.
With the DRBIIIt, read DTCs and record the related Freeze Frame data.
NOTE: If P0136 is set with the P0031 or P0051, inspect the related fuse and
With the DRBIIIt, actuate the O2 Heater test.
Monitor the O2 Heater Voltage for 5 minutes.
Did the voltage drop below 0.5 of a volt during the Heater test?
Yes Refer to the INTERMITTENT CONDITION Symptom (Diagnos-
tic Procedure).
No Go To 2
NOTE: Stop the actuation before continuing.

Disconnect the O2 Sensor harness connector.
Measure the resistance of the O2 Heater Element at the O2 Sensor connector
(component side).
Is the resistance between 2.0 and 30 ohms?
Yes Go To 3
No Replace the O2 Sensor.

3 Ignition on, engine not running and the Sensor harness connector still disconnected. All
With the DRBIIIt, perform the O2 Heater Test.
Using a 12-volt test light connected to ground, probe the (F142) Fused ASD Relay
Output at the O2 Sensor harness connector.
Did the test light illuminate brightly?
Yes Go To 4
No Repair the open or short to ground in the (F142) Fused ASD Relay
Output circuit. Inspect the related fuse and repair as necessary.
30
P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW Continued

Measure the resistance of the O2 Heater Control circuit (PWM) from the O2 Sensor
harness connector to the PCM harness connector.
Yes Go To 5
No Repair the open in the O2 Heater Control (PWM) circuit.

5 Measure the resistance between ground and the O2 Heater Control (PWM) circuit at All
the Sensor harness connector.
Is the resistance below 100 ohms?
Yes Repair the short to ground in the Heater Control (PWM) circuit.
No Go To 6
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
31
Symptom:
P0071-AMBIENT/BATTERY TEMP SENSOR PERFORMANCE
P0071-AMBIENT/BATTERY TEMP SENSOR PERFORMANCE

When Monitored: With the ignition on and no Battery Temperature Sensor Open or Short
Faults present.
Set Condition: After 5 warm cycles have occurred (coolant increases at least 22C (40F)
to a minimum of 71C (160F) and the odometer mileage has increased 196.6 miles and the
Battery Temperature has changed less than 4C (7.2F) change in temperature. One trip
fault.
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
(K118) BATTERY TEMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
BATTERY TEMPERATURE SENSOR
RESISTANCE IN THE (K118) BATTERY TEMP SENSOR SIGNAL CIRCUIT
RESISTANCE IN THE (K4) SENSOR GROUND CIRCUIT
(K118) BATTERY TEMP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
PCM

1 Ignition on, engine not running. All
Is the Good Trip Counter equal to zero?
Yes Go To 2
No Refer to the INTERMITTENT CONDITION Symptom (Diagnos-

tic Procedure).

Disconnect the Battery Temp Sensor harness connector.
Measure the voltage on the (K118) Battery Temp Signal circuit at the Sensor
connector.
Yes Repair the short to voltage on the (K118) Batt Temp Signal
circuit.
No Go To 3
32
P0071-AMBIENT/BATTERY TEMP SENSOR PERFORMANCE Continued

3 With the DRBIIIt, read the Battery Temp Sensor voltage with the Batt Temp Sensor All
still disconnected.
Yes Go To 4
No Go To 7
4 Connect a jumper wire between the (K118) Battery Temp Signal circuit and the (K4) All
Sensor ground circuit at the Sensor harness connector.
With the DRBIIIt, read the Battery Temp Sensor voltage.
Is the voltage below 1.0 volt?
Yes Replace the Battery Temperature Sensor.

No Go To 5

Connect the Battery Temp Sensor harness connector.
NOTE: Ensure the voltmeter leads meet the terminals in the connector and
that there is good terminal to wire connection.
NOTE: Ensure the voltmeter leads are connected for positive polarity.
Backprobe the (K118) Battery Temp Sensor Signal circuit at the Sensor harness
connector and the PCM harness connector with both voltmeter leads.
Start the engine.
Allow the engine to idle.
Is the voltage below 0.10 of a volt?
Yes Go To 6
No Repair the excessive resistance in the (K118) Battery Temp

Sensor Signal circuit.

Backprobe the (K4) Sensor ground circuit at the Battery Temperature Sensor
harness connector and the PCM harness connector using both voltmeter leads.
Start the engine.
Yes Go To 8
No Repair the excessive resistance in the (K4) Sensor ground circuit.


Measure the resistance between ground and the (K118) Battery Temp Signal circuit.
Yes Repair the short to ground in the (K118) Battery Temp Signal
circuit.
No Go To 8
33
P0071-AMBIENT/BATTERY TEMP SENSOR PERFORMANCE Continued

Repair
Information.
34
Symptom:
P0107-MAP SENSOR VOLTAGE TOO LOW
P0107-MAP SENSOR VOLTAGE TOO LOW

When Monitored: With the engine RPM above 416 but less than 1500, the TPS voltage
less than 1.13 volts, and battery voltage greater than 10.4 volts.
Set Condition: The MAP Sensor signal voltage is below 0.1 of a volt for 2.0 seconds with
the engine running.
POSSIBLE CAUSES
MAP SENSOR VOLTAGE BELOW 0.1 VOLT
(K7) 5-VOLT SUPPLY CIRCUIT OPEN
(K7) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
MAP SENSOR
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO THE (K4) SENSOR GROUND CIRCUIT
PCM

Start the engine.
With the DRBIIIt, read the MAP Sensor voltage.
Yes Go To 2

tic Procedure).

Disconnect the MAP Sensor harness connector.
Measure the voltage of the (K7) 5-volt Supply circuit at the MAP Sensor harness
connector.
Is the voltage between 4.5 and 5.2 volts?
Yes Go To 3
No Go To 6
35
P0107-MAP SENSOR VOLTAGE TOO LOW Continued

3 With the DRBIIIt, monitor the MAP Sensor voltage with the ignition on and Map All
Sensor still disconnected.
Yes Replace the MAP Sensor.

No Go To 4

Measure the resistance between ground and the (K1) MAP Sensor Signal circuit at
the MAP Sensor harness connector.
Yes Repair the short to ground in the (K1) MAP Sensor Signal circuit.
No Go To 5
5 Measure the resistance between the (K1) MAP Sensor Signal circuit and the (K4) All
Sensor ground circuit at the MAP Sensor harness connector.
Yes Repair the short between the (K4) Sensor ground and the (K1)
MAP Sensor Signal circuit.
No Go To 8

Measure the resistance in the (K7) 5-volt Supply circuit from the MAP Sensor
Yes Go To 7
No Repair the open in the (K7) 5-volt Supply circuit.
7 Measure the resistance between ground and the (K7) 5-volt Supply circuit at the All
MAP Sensor harness connector.
Yes Repair the short to ground in the (K7) 5-volt Supply circuit.
No Go To 8
Repair
Information.
36
Symptom:
P0108-MAP SENSOR VOLTAGE TOO HIGH
P0108-MAP SENSOR VOLTAGE TOO HIGH

When Monitored: With the engine RPM above 400, the TPS voltage less than 1.13 volts,
and battery voltage greater than 10.4 volts
Set Condition: The MAP Sensor signal voltage is greater than 4.88 volts at start or with
the engine running for 2.2 seconds.
POSSIBLE CAUSES
MAP SENSOR VOLTAGE ABOVE 4.6 VOLTS
MAP SENSOR
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K1) MAP SENSOR SIGNAL CIRCUIT OPEN
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO (K7) 5-VOLT SUPPLY CIRCUIT
(K4) SENSOR GROUND CIRCUIT OPEN
PCM

Start the engine.
Yes Go To 2

tic Procedure).

Connect a jumper wire between the (K1) MAP Sensor Signal circuit and the (K4)
Sensor ground circuit in the Sensor harness connector.
With the DRBIIIt, monitor the MAP Sensor voltage.
No Go To 3
NOTE: Remove the jumper wire before continuing.
37
P0108-MAP SENSOR VOLTAGE TOO HIGH Continued

Measure the voltage on the (K1) MAP Sensor Signal circuit at the MAP Sensor
harness connector.
Yes Repair the short to voltage in the (K1) MAP Sensor Signal circuit.
No Go To 4

Measure the resistance of the (K1) MAP Sensor Signal circuit from the MAP Sensor
Yes Go To 5
No Repair the open in the (K1) MAP Sensor Signal circuit.
5-volt Supply circuit at the MAP Sensor harness connector.
Yes Repair the short between the (K7) 5-volt Supply circuit and the
(K1) MAP Sensor Signal circuit.
No Go To 6
6 Measure the resistance of the (K4) Sensor ground circuit from the PCM harness All
connector to the MAP Sensor harness connector.
Yes Go To 7
No Repair the open in the (K4) Sensor ground circuit.
Repair
Information.
38
Symptom:
P0111-INTAKE AIR TEMP PERFORMANCE
P0111-INTAKE AIR TEMP PERFORMANCE

When Monitored: With the ignition on and no Intake Air Temperature Sensor open/
shorted faults present.
Set Condition: After 5 warm cycles have occurred (coolant increases at least 22C (40F)
to a minimum of 71C (160F) and the odometer mileage has increased 196.6 miles and the
Intake Air Temperature has had less than 5C (9F) change in temperature.
POSSIBLE CAUSES
IAT SENSOR VOLTAGE BELOW 1.0 VOLT
RESISTANCE IN THE (K21) IAT SENSOR SIGNAL CIRCUIT
PCM

Is the Good Trip Counter equal to zero?
Yes Go To 2
tic Procedure).

Disconnect the Intake Air Temperature Sensor harness connector.
With the DRBIIIt, read the IAT Sensor voltage.
Yes Go To 3
No Go To 4
3 Connect a jumper wire across the IAT Sensor harness connector. All
Yes Replace the Intake Air Temperature Sensor.

No Go To 4
NOTE: Remove the jumper wire and connect the Sensor harness connector
before continuing.
39
P0111-INTAKE AIR TEMP PERFORMANCE Continued

Perform a voltage drop test by back probing the (K21) IAT Sensor Signal circuit at the
IAT Sensor harness connector and PCM harness connector.
Start the engine.
Yes Go To 5
No Repair the excessive resistance in the (K21) IAT Sensor Signal

circuit.

Perform a voltage drop test by back probing the (K4) Sensor ground circuit at the IAT
Sensor harness connector and PCM harness connector.
Start the engine.
Yes Go To 6
NOTE: Turn the ignition off before continuing.
Repair
Information.
40
Symptom:
P0112-INTAKE AIR TEMP SENSOR VOLTAGE TOO LOW
P0112-INTAKE AIR TEMP SENSOR VOLTAGE TOO LOW

When Monitored: With the ignition on and battery voltage greater than 10.4 volts.
Set Condition: The Intake Air Temperature (IAT) Sensor circuit voltage at the PCM goes
below 0.8 of a volt.
POSSIBLE CAUSES
IAT SENSOR VOLTAGE BELOW 1.0 VOLT
IAT SENSOR
(K21) IAT SENSOR SIGNAL SHORTED TO GROUND
(K21) IAT SENSOR SIGNAL SHORTED TO (K4) SENSOR GROUND CIRCUIT
PCM

Yes Go To 2
tic Procedure).

Disconnect the Intake Air Temp Sensor harness connector.
With the DRBIIIt, read IAT Sensor voltage.
Yes Replace the IAT Sensor.

No Go To 3

Measure the resistance between ground and the (K21) IAT Sensor Signal circuit in
the IAT Sensor harness connector.
Yes Repair the short to ground in the (K21) IAT Sensor Signal circuit.
No Go To 4
41
P0112-INTAKE AIR TEMP SENSOR VOLTAGE TOO LOW Continued

4 Measure the resistance between the (K21) IAT Sensor Signal circuit and the (K4) All
Sensor ground circuit at the IAT Sensor harness connector.
IAT Sensor Signal circuit.
No Go To 5
Repair
Information.
42
Symptom:
P0113-INTAKE AIR TEMP SENSOR VOLTAGE TOO HIGH
P0113-INTAKE AIR TEMP SENSOR VOLTAGE TOO HIGH

Set Condition: The Intake Air Temperature (IAT) Sensor circuit voltage at the PCM goes
above 4.9 volts.
POSSIBLE CAUSES
IAT SENSOR VOLTAGE ABOVE 4.8 VOLTS
(K21) IAT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
IAT SENSOR
(K21) IAT SENSOR SIGNAL CIRCUIT OPEN
PCM

Yes Go To 2

tic Procedure).

Disconnect the Intake Air Temp Sensor harness connector.
Connect a jumper wire between the (K21) IAT Sensor Signal circuit and the (K4)
Sensor ground circuit at the Sensor harness connector.
Yes Replace the IAT Sensor.
No Go To 3
43
P0113-INTAKE AIR TEMP SENSOR VOLTAGE TOO HIGH Continued

Measure the voltage on the (K21) IAT Sensor Signal circuit at the Sensor harness
connector.
Is the voltage above 0 volts?
Yes Repair the short to voltage in the (K21) IAT Sensor Signal circuit.
No Go To 4

Measure the resistance of the (K21) IAT Sensor Signal circuit from the IAT Sensor
Yes Go To 5
No Repair the open in the (K21) IAT Sensor Signal circuit.
5 Measure the resistance of the (K4) Sensor ground circuit from the IAT Sensor All
Yes Go To 6
Repair
Information.
44
Symptom:
P0117-ENGINE COOLANT TEMP SENSOR VOLTAGE TOO LOW

Set Condition: The Engine Coolant Temperature (ECT) Signal circuit voltage at the PCM
goes below 0.8 of a volt for more than 3 seconds.
POSSIBLE CAUSES
ECT VOLTAGE BELOW 1.0 VOLT
ECT SENSOR
(K2) ECT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K2) ECT SENSOR SIGNAL SHORTED TO (K4) SENSOR GROUND CIRCUIT
PCM

With the DRBIIIt, read the ECT Sensor voltage.
Yes Go To 2
tic Procedure).

Disconnect the Engine Coolant Temp Sensor harness connector.
With the DRBIIIt, read ECT voltage.
Yes Replace the ECT Sensor.

No Go To 3

Measure the resistance between ground and the (K2) ECT Sensor Signal circuit at
the ECT Sensor harness connector.
Yes Repair the short to ground in the (K2) ECT Sensor Signal circuit.
No Go To 4
45

Continued
4 Measure the resistance between the (K2) ECT Sensor Signal circuit and the (K4) All
Sensor ground circuit at the ECT Sensor harness connector.
ECT Sensor Signal circuit.
No Go To 5
Repair
Information.
46
Symptom:
P0118-ENGINE COOLANT TEMP SENSOR VOLTAGE TOO HIGH

Set Condition: The Engine Coolant Temperature (ECT) Sensor circuit voltage at the PCM
goes above 4.94 volts for more than 3 seconds.
POSSIBLE CAUSES
ECT VOLTAGE ABOVE 4.9 VOLTS
ECT SENSOR
(K2) ECT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K2) ECT SENSOR SIGNAL CIRCUIT OPEN
PCM

Yes Go To 2

tic Procedure).

Disconnect the Engine Coolant Temp Sensor harness connector.
Connect a jumper wire between the (K2) ECT Sensor Signal circuit and the (K4)
Sensor ground circuit in the ECT Sensor harness connector.
No Go To 3
47

Continued
Measure the voltage on the (K2) ECT Sensor Signal circuit in the ECT Sensor
harness connector.
Yes Repair the short to voltage in the (K2) ECT Sensor Signal circuit.
No Go To 4

Measure the resistance of the (K2) ECT Sensor Signal circuit from the ECT Sensor
Yes Go To 5
No Repair the open in the (K2) ECT Sensor Signal circuit.
5 Measure the resistance of the (K4) Sensor ground circuit from the ECT Sensor All
Yes Go To 6
Repair
Information.
48
Symptom:
P0121-TP SENSOR VOLTAGE DOES NOT AGREE WITH MAP SEN-
SOR
P0121-TP SENSOR VOLTAGE DOES NOT AGREE WITH MAP SENSOR

When Monitored: With the engine running and no MAP sensor or TPS DTCs set. Engine
speed must be greater than 1600 RPM.
Set Condition: The PCM performs two separate tests. When the manifold vacuum is low,
the TPS signal should be high. When the manifold vacuum is high, the TPS signal should
be low. If the proper TPS voltage is not detected when the two conditions are met, a DTC
will be set after 4 seconds.
POSSIBLE CAUSES
RESISTANCE IN (K7) MAP 5-VOLT SUPPLY CIRCUIT
(K7) MAP 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
MAP SENSOR
RESISTANCE IN THE (K1) MAP SENSOR SIGNAL CIRCUIT
RESISTANCE IN (K4) MAP SENSOR GROUND CIRCUIT
TP SENSOR OPERATION
RESISTANCE IN (K7) TP SENSOR 5-VOLT SUPPLY CIRCUIT
(K7) TP SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
THROTTLE POSITION SENSOR
RESISTANCE IN (K22) TP SENSOR NO.1 SIGNAL CIRCUIT
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
RESISTANCE IN (K4) SENSOR GROUND CIRCUIT
PCM
49

Continued
NOTE: Diagnose any TP Sensor or MAP component DTCs before continuing.
NOTE: If the P0500 - No Vehicle Speed Signal is set along with this DTC,
refer to the P0500 diagnostics before continuing.
NOTE: The throttle plate and linkage should be free of binding and carbon
build up.
NOTE: Ensure the throttle plate is at the idle position.
NOTE: Repair any vacuum leaks that are present before continuing.
Is the Good Trip Counter displayed and equal to zero?
Yes Go To 2
No Refer to the INTERMITTENT CONDTION Symptom (Diagnostic
Procedure).
2 Start the engine. All

Snap the throttle.
Does the DRBIIIt display MAP voltage from below 2.0 volts at idle to above 3.5 volts
at WOT?
Yes Go To 3
No Go To 10

With the DRBIIIt, monitor the TP Sensor voltage while slowly pressing the
accelerator pedal from the idle position to the wide open throttle position.
Does voltage start at approximately 0.8 of a volt and go above 3.5 volts with a smooth
transition?
Yes Refer to the INTERMITTENT CONDTION Symptom (Diagnostic
Procedure).
No Go To 4

Disconnect the TP Sensor harness connector.
Measure the resistance of the (K7) 5-volt Supply circuit from the TP Sensor harness
connector to the PCM harness connector.
Yes Go To 5
No Repair the excessive resistance in the (K7) 5-volt Supply circuit.

5 Measure the resistance between ground and the (K7) 5-volt Supply circuit at the TP All
Sensor harness connector.
No Go To 6
50

Continued
6 Connect the PCM harness connectors. All
With the DRBIIIt, monitor the TP Sensor voltage.
Connect a jumper wire between the (K22) TP Sensor No.1 Signal circuit and the (K4)
Does the DRBIIIt display TP Sensor voltage from approximately 4.9 volts to below
0.5 of a volt?
Yes Replace the Throttle Position Sensor.
No Go To 7

Measure the resistance of the (K22) TP Sensor No.1 Signal circuit from the TP Sensor
Yes Go To 8
No Repair the excessive resistance in the (K22) TP Sensor No.1

Signal circuit.
8 Measure the resistance between ground and the (K22) TP Sensor No.1 Signal circuit All
from the TP Sensor harness connector.
Yes Go To 9
No Repair the short to ground in the (K22) TP Sensor No.1 Signal
circuit.
9 Measure the resistance of the (K4) Sensor ground circuit from the TP Sensor harness All
Yes Go To 16


Measure the resistance of the (K7) 5-volt Supply circuit from the MAP Sensor
Yes Go To 11

51

Continued
Is the resistance above 100k ohms?
Yes Go To 12
No Repair the short to ground in the (K7) MAP 5-volt Supply circuit.
12 Connect the PCM harness connector. All

Connect a jumper wire between the (K1) MAP Sensor Signal circuit and the (K4)
Cycle the ignition switch from off to on.
Does the DRBIIIt display MAP voltage from approximately 4.9 volts to below 0.5 of
a volt?
No Go To 13
NOTE: Disconnect the jumper wire before continuing.

Measure the resistance of the (K1) MAP Sensor Signal circuit from the MAP Sensor
Yes Go To 14
No Repair the excessive resistance in the (K1) MAP Sensor Signal

circuit.
14 Measure the resistance between ground and the (K1) MAP Sensor Signal circuit from All
Yes Go To 15
No Repair the short to ground in the (K1) MAP Sensor Signal circuit.
15 Measure the resistance of the (K4) Sensor ground circuit from the MAP Sensor All
Yes Go To 16

52

Continued
Repair
Information.
53
Symptom:
P0122-THROTTLE POSITION SENSOR VOLTAGE TOO LOW
P0122-THROTTLE POSITION SENSOR VOLTAGE TOO LOW

When Monitored: With the ignition on and battery voltage above 10.4 volts.
Set Condition: Throttle Position Sensor voltage at the PCM is lower than 0.1 of a volt for
1.3 seconds.
POSSIBLE CAUSES
TP SENSOR SWEEP
TP SENSOR
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND CIRCUIT
TCM INTERNALLY SHORTED THROTTLE POSITION SIGNAL CIRCUIT
PCM

Check for any related TSBs.
With the DRBIIIt, read the Throttle Position Sensor voltage.
Yes Go To 2
No Go To 10

Disconnect the Throttle Position Sensor harness connector.
Measure the voltage on the (K7) 5-volt Supply circuit in the TP Sensor harness
connector.
Is the voltage between 4.5 to 5.2 volts?
Yes Go To 3
No Go To 7
3 With the DRBIIIt, monitor the TP Sensor voltage with the Sensor disconnected. All
No Go To 4
54
P0122-THROTTLE POSITION SENSOR VOLTAGE TOO LOW Continued

Measure the resistance between ground and the (K22) TP Sensor No.1 Signal circuit
in the TP Sensor harness connector.
Yes Repair the short to ground in the (K22) TP Sensor No.1 Signal
circuit.
No Go To 5
5 Measure the resistance between the (K22) TP Sensor No.1 Signal circuit and the (K4) All
Sensor ground circuit in the TP Sensor harness connector.
TP Sensor No.1 Signal circuit.
No Go To 6
6 NOTE: If the vehicle is not equipped with a TCM, answer No to this test and All
continue.
Connect the PCM harness connectors.
Disconnect the TCM harness connector.
With the DRBIIIt, monitor the Throttle Position Sensor voltage.
Yes Replace the TCM in accordance with the Service Information.

No Go To 9

Measure the resistance of the (K7) 5-volt Supply circuit from the TP Sensor harness
Yes Go To 8

8 Measure the resistance between ground and the (K7) 5-volt Supply circuit in the TP All
No Go To 9
55
P0122-THROTTLE POSITION SENSOR VOLTAGE TOO LOW Continued

NOTE: Before continuing, check the PCM harness connector terminals for
Repair
Information.

Slowly open the throttle from the idle position to the wide open throttle position.
transition?

tic Procedure).
No Replace the Throttle Position Sensor.

56
Symptom:
P0123-THROTTLE POSITION SENSOR VOLTAGE TOO HIGH
P0123-THROTTLE POSITION SENSOR VOLTAGE TOO HIGH

Set Condition: Throttle Position Sensor signal voltage at the PCM goes above 4.5 volts for
3.2 seconds.
POSSIBLE CAUSES
TP SENSOR SWEEP
TP SENSOR
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT OPEN
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO (K7) 5-VOLT SUPPLY CIRCUIT
PCM

NOTE: Ensure the throttle is fully closed and free from binding or carbon
build up.
Start the engine.
With the DRBIIIt, read the Throttle Position Sensor voltage.
Yes Go To 2
No Go To 8

Disconnect the Throttle Position Sensor harness connector.
Connect a jumper wire between the (K22) TP Sensor No.1 Signal circuit and the (K4)
With the DRBIIIt, monitor the TP Sensor voltage.
No Go To 3
57
P0123-THROTTLE POSITION SENSOR VOLTAGE TOO HIGH Continued

Measure the voltage on the (K22) TP Sensor No.1 Signal circuit at the TP Sensor
harness connector.
NOTE: If the voltage reading is below 5.2 volts answer NO to this test and
continue.
If the voltage is above 5.3 volts, disconnect the Clock Spring harness connector per
Service Information.
If the Clockspring harness connector is disconnected and the TP Sensor voltage drops
to 5.0 volts, replace the Clockspring per Service Information.
Is the voltage above 5.3 volts with the Clock Spring harness disconnected?
Yes Repair the short to voltage in the (K22) TP Sensor No.1 Signal
circuit.
No Go To 4
NOTE: Turn the ignition off and connect the Clockspring harness connec-
tors per Service Information before continuing.
4 Disconnect the PCM harness connectors. All

Measure the resistance of the (K22) TP Sensor No.1 Signal circuit from the TP Sensor
Yes Go To 5
No Repair the open in the (K22) TP Sensor No.1 Signal circuit.
5 Measure the resistance between the (K22) TP Sensor No.1 Signal circuit and the (K7) All
5-volt Supply circuit at the TP Sensor harness connector.
(K22) TP Sensor No.1 Signal circuit.
No Go To 6
6 Measure the resistance of the (K4) Sensor ground circuit from the TP Sensor harness All
Yes Go To 7

Repair
Information.
58
P0123-THROTTLE POSITION SENSOR VOLTAGE TOO HIGH Continued

Slowly open the throttle from the idle position to the wide open throttle position.
transition?
tic Procedure).

59
Symptom:
P0125-CLOSED LOOP TEMP NOT REACHED
P0125-CLOSED LOOP TEMP NOT REACHED

When Monitored: With battery voltage greater than 10.4 volts, after engine is started, for
ten minutes.
Set Condition: The engine temperature does not go above 18 deg. F after the engine has
been running for 10 minutes. Two trips are required to set this DTC.
POSSIBLE CAUSES
LOW COOLANT LEVEL
THERMOSTAT OPERATION
ECT SENSOR

Yes Go To 2

tic Procedure).
2 NOTE: If a ECT Sensor DTC set along with this code, diagnose the ECT All
Sensor DTC first.
NOTE: Inspect the ECT terminals and related PCM terminals. Ensure the
terminals are free from corrosion and damage.
NOTE: The best way to diagnose this DTC is to allow the vehicle to sit
overnight outside in order to have a totally cold soaked engine.
Note: Extremely cold outside ambient temperatures may have caused this
DTC to set.
WARNING: Never open the cooling system when the engine is hot. The
system is under pressure. Extreme burns or scalding may result. Allow the
engine to cool before opening the cooling system.
Check the coolant system to make sure that the coolant is in good condition and at
the proper level.
Is the coolant level and condition OK?
Yes Go To 3
No Inspect the vehicle for a coolant leak and add the necessary
amount of coolant.
60
P0125-CLOSED LOOP TEMP NOT REACHED Continued

3 Note: This test works best if performed on a cold engine (cold soak) All
With the DRBIIIt, read the Eng Coolant Tmp Deg value. If the engine was allowed
to sit overnight (cold soak), the temperature value should be a sensible value that is
somewhere close to the ambient temperature.
Note: If engine coolant temperature is above 82C (180F), allow the engine
to cool until 65C (150F) is reached.
Start the Engine.
During engine warm-up monitor the Eng Coolant Tmp Deg value. The temp deg
value change should be a smooth transition from start up to normal operating temp
82C (180F) . Also monitor the actual coolant temperature with a thermometer.
NOTE: As the engine warms up to operating temperature, the actual coolant
temperature (thermometer reading) and the Eng Coolant Tmp Deg in the
DRBIIIt values should stay relatively close to each other.
Using the appropriate service information, determine the proper opening tempera-
ture of the thermostat.
Did the thermostat open at the proper temperature?
Yes Go To 4
No Replace the thermostat.

4 Note: For this test to be valid, the thermostat must be operating correctly. All
Note: This test works best if performed on a cold engine (cold soak)
With the DRBIIIt in sensors, read the Eng Coolant Tmp Deg value. If the engine was
allowed to sit overnight (cold soak), the temperature value should be a sensible value
that is somewhere close to the surrounding temperature (ambient temperature).
Start the engine.
During engine warm-up, monitor the Eng Coolant Tmp Deg value. The temp deg
82C (180F). The value should reach at least 82C (180F).
Was the Eng Coolant Tmp Deg value increase a smooth transition and did it reach at
least 180?
Yes Test Complete.
No Replace the Engine Coolant Temperature Sensor.

61
Symptom List:
P0131-O2 SENSOR 1/1 CIRCUIT VOLTAGE LOW
The title for the tests will be P0131-O2 SENSOR 1/1 CIRCUIT
VOLTAGE LOW.

When Monitored: At a cold start, engine coolant below 98F, Ambient/Battery Sensor
reading within 27F, and Engine Coolant Temperature above 170F on the previous key off.
Set Condition: The Oxygen Sensor signal voltage is below 0.156 of a volt for 28 seconds
after starting engine.



POSSIBLE CAUSES
O2 SENSOR BELOW 0.16 OF A VOLT
O2 SENSOR OPERATION
O2 SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
O2 SENSOR SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND CIRCUIT
62
P0131-O2 SENSOR 1/1 CIRCUIT VOLTAGE LOW Continued
POSSIBLE CAUSES
O2 SENSOR SIGNAL SHORTED TO HEATER GROUND CIRCUIT
PCM

Start the engine.
Allow the engine to idle for 4 to 5 minutes.
With the DRBIIIt, read the O2 Sensor voltage.
Does the voltage stay below 0.16 of a volt?
Yes Go To 2

tic Procedure).

Start the engine.
With the DRBIIIt, monitor the O2 Sensor voltage.
Is the O2 Sensor voltage above 0.16 of a volt?
Yes Replace the O2 Sensor

No Go To 3

Measure the resistance between ground and the O2 Sensor Signal circuit at the O2
Yes Repair the short to ground in the O2 Sensor Signal circuit.
No Go To 4
4 Measure the resistance between the O2 Sensor Signal circuit and the (K4) Sensor All
ground circuit at the O2 Sensor harness connector.
Yes Repair the short between the (K4) Sensor ground circuit and the
O2 Sensor Signal circuit.
No Go To 5
63
P0131-O2 SENSOR 1/1 CIRCUIT VOLTAGE LOW Continued

5 NOTE: There may be two types of O2 Sensor Heater ground circuits used on All
this vehicle. One type uses an engine ground and the other type uses the
PCM as a ground through the Pulse Width Modulated circuit.
* Measure the resistance between the PWM O2 Sensor Heater Control circuit and the
O2 Sensor Signal circuit if it applies to the O2 Sensor being tested.
OR
* Measure the resistance between the O2 Sensor Signal circuit and the O2 Heater
ground circuit if it applies to the O2 Sensor being tested.
Yes Repair the short between the O2 Sensor Signal circuit and the
Heater ground circuit.
No Go To 6
Repair
Information.
64
Symptom List:
P0132-O2 SENSOR 1/1 CIRCUIT VOLTAGE HIGH
The title for the tests will be P0132-O2 SENSOR 1/1 CIRCUIT
VOLTAGE HIGH.

When Monitored: With battery voltage greater than 10.4 volts, engine running for more
than 4 minutes and coolant temperature above 180F.
Set Condition: The oxygen sensor voltage is above 1.5 volts.



POSSIBLE CAUSES
O2 SENSOR ABOVE 1.5 VOLTS
O2 SENSOR OPERATION
O2 SENSOR SIGNAL CIRCUIT OPEN
O2 SENSOR SIGNAL CIRCUIT SHORTED TO O2 HEATER SUPPLY CIRCUIT
O2 SENSOR HEATER CONTROL CIRCUIT OPEN
O2 SENSOR HEATER SUPPLY CIRCUIT OPEN
65
P0132-O2 SENSOR 1/1 CIRCUIT VOLTAGE HIGH Continued
POSSIBLE CAUSES
O2 SENSOR SIGNAL SHORTED TO VOLTAGE
PCM

Start the engine.
Allow the engine to idle for 4 to 5 minutes.
With the DRBIIIt, read the O2 Sensor voltage.
Yes Go To 2

tic Procedure).
2 WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A All

Start the engine.
With the DRBIIIt, monitor the O2 Sensor voltage.
Is the O2 Sensor voltage below 1.5 volts?
Yes Replace the O2 Sensor.

No Go To 3

Measure the resistance of the O2 Sensor Signal circuit from the O2 Sensor harness
Yes Go To 4
No Repair the open in the O2 Sensor Signal circuit.

4 NOTE: Two relays may be used for the different types of Heated O2 Sensors. All
One uses the ASD Relay which is only used with PWM Heated O2 Sensors,
while the other uses an O2 Heater Relay.
Verify which relay is used to supply power for the O2 Sensor Heater being tested.
Measure the resistance between the O2 Sensor Signal circuit and the O2 Heater
Supply circuit at the O2 Sensor harness connector.
Yes Repair the short between the O2 Sensor Signal circuit and the
ASD Relay Output or O2 Heater Relay Output circuit.
No Go To 5
66
P0132-O2 SENSOR 1/1 CIRCUIT VOLTAGE HIGH Continued

5 Measure the resistance of the (K4) Sensor ground circuit from the O2 Sensor harness All
Yes Go To 6

6 NOTE: The O2 Sensor Heater ground may be a Pulse Width Modulated All
circuit or an engine ground depending on the type of O2 Sensor being
tested.
* Measure the resistance of the PWM O2 Sensor Heater Control circuit from the O2
Sensor harness connector to the PCM harness connector if it applies to the O2 Sensor
being tested
OR
* Measure the resistance between ground and the O2 Sensor Heater ground circuit
at the O2 Sensor harness connector if it applies to the O2 Sensor being tested.
Yes Go To 7
No Repair the open in the O2 Sensor (PWM) Heater Control or
Heater ground circuit.
7 The PCM harness connectors and O2 Sensor harness connector still disconnected. All
Using a 12-volt test light connected to ground, probe the O2 Sensor Signal circuit at
the O2 Sensor harness connector.
Does the test light illuminate brightly?
Yes Repair the short to voltage in the O2 Sensor Signal circuit.

No Go To 8

With the DRBIIIt actuate the O2 Heater Test.
Measure the voltage on the O2 Heater Supply circuit.
No Repair the open in the Heater Supply circuit. The Heater Supply
circuit can be an output from the ASD Relay or the O2 Heater
Relay.
Yes Go To 9
Repair
Information.
67
Symptom List:
P0133-O2 SENSOR 1/1 SLOW RESPONSE
The title for the tests will be P0133-O2 SENSOR 1/1 SLOW
RESPONSE.

When Monitored: With ECT greater than 147F, after reaching a vehicle speed of 10 mph,
and the throttle remaining open (off idle) for 2 minutes, bring the vehicle to a stop and
allow the engine to idle with the transmission in DRIVE.
Set Condition: The oxygen sensor signal voltage is switching from below 0.27 of a volt to
above 0.62 of a volt and back fewer times than required.

When Monitored: Start engine. Allow engine to idle. For 1st part of test, if limits are
exceeded, test passes. If not, 2nd part of test runs. amb/batt temp >44F, Baro >22.139
H2O, battery >10.5 volts, MAP >11.79 & <18.159 H2O, RPM >1350 & <2200 and vss >50
and <65.

When Monitored: With ECT greater than 147F, after reaching a vehicle speed of 10 mph,
and the throttle remaining open (off idle) for 2 minutes, bring the vehicle to a stop and
allow the engine to idle with the transmission in DRIVE.

When Monitored: Start engine. Allow engine to idle. For 1st part of test, if limits are
exceeded, test passes. If not, 2nd part of test runs. amb/batt temp >44F, Baro >22.139
H2O, battery >10.5 volts, MAP >11.79 & <18.159 H2O, RPM >1350 & <2200 and vss >50
and <65.
68
P0133-O2 SENSOR 1/1 SLOW RESPONSE Continued
POSSIBLE CAUSES
EXHAUST LEAK
RESISTANCE IN THE O2 SENSOR SIGNAL CIRCUIT
O2 SENSOR

NOTE: Check for contaminants that may have damaged the O2 Sensor:
contaminated fuel, unapproved silicone, oil and coolant.
Yes Go To 2

tic Procedure).

Inspect the exhaust for leaks between the engine and the related O2 Sensor.
Are there any exhaust leaks?
Yes Repair or replace the leaking exhaust parts as necessary.
No Go To 3

Backprobe the O2 Sensor Signal circuit at the O2 Sensor harness connector and PCM
harness connector.
that there is good terminal to wire connection and are connected for
positive polarity.
Start the engine.
Yes Go To 4
No Repair the excessive resistance in the O2 Sensor Signal circuit.

69
P0133-O2 SENSOR 1/1 SLOW RESPONSE Continued

Backprobe the (K4) Sensor ground circuit at the O2 Sensor harness connector and
PCM harness connector.
NOTE: Ensure the voltmeter leads are connected for positive polarity
Start the engine.
Yes Go To 5

Repair
Replace the O2 Sensor
70
Symptom List:
P0135-O2 SENSOR 1/1 HEATER FAILURE
The title for the tests will be P0135-O2 SENSOR 1/1 HEATER
FAILURE.

When Monitored: With battery voltage greater than 9 volts, at a cold start, ECT less than
147F, battery temperature sensor equal to or less than 27F, and engine at idle for at least
12 seconds.
Set Condition: O2 sensor voltage greater than 3 volts for 30 to 90 seconds.

12 seconds.

12 seconds.

12 seconds.
POSSIBLE CAUSES
O2 SENSOR HEATER OPERATION
O2 HEATER ELEMENT
O2 HEATER SUPPLY CIRCUIT OPEN
71
P0135-O2 SENSOR 1/1 HEATER FAILURE Continued
POSSIBLE CAUSES
HEATER CONTROL CIRCUIT OPEN
HEATER CONTROL CIRCUIT SHORTED TO GROUND
PCM

1 NOTE: Check for contaminants that may have damaged the O2 Sensor: All
Yes Go To 2

tic Procedure).

NOTE: Wait a minimum of 8 minutes to allow the O2 Sensor to cool down
before continuing the test.
With the DRBIIIt, actuate the O2 Heater Test.
With the DRBIIIt, monitor O2 Sensor voltage for at least 2 minutes.
Does the voltage stabilize between 0.1 and 0.3 of a volt during the Heater test?

tic Procedure).
No Go To 3

NOTE: Allow the O2 Sensor to cool to room temperature.
Measure the resistance across the O2 Sensor Heater element component side.
Is the resistance value between 2.0 and 30 ohms?
Yes Go To 4
4 NOTE: The O2 Heater Supply circuit may be a fused ASD Relay Output or an All
O2 Sensor Heater Relay Output, depending on the O2 Sensor being tested.
Measure the voltage on the O2 Heater Supply circuit at the O2 Sensor harness
connector.
Yes Go To 5
No Repair the open in the O2 Sensor Heater Supply cricuit.

72
P0135-O2 SENSOR 1/1 HEATER FAILURE Continued

Remove the O2 Heater Relay, if it applies to the O2 Sensor being tested.
* Measure the resistance of the O2 Heater Control circuit (PWM) from the O2 Sensor
to the PCM harness connector if it applies to the O2 Sensor being tested.
OR
* Measure the resistance of the (K512) O2 Heater Relay Control circuit from the O2
Heater Relay to the PCM harness connector, if it applies to the O2 Sensor being
tested.
Yes Go To 6
No Repair the excessive resistance in the O2 Heater Control circuit.

6 NOTE: Before beginning this test, verify what type of Heated O2 Sensor is All
being tested, either the PWM Heated O2 Sensor or the Heater Relay
controlled Heated O2 Sensor.
Remove the O2 Heater Relay if it applies to the type of Heated O2 Sensor being
tested.
* Measure the resistance between ground and the PWM circuit at the O2 Sensor
harness connector if it applies to the Heated O2 Sensor being tested.
OR
* Measure the resistance between ground and the (K512) O2 Heater Relay Control
circuit if it applies to the Heated O2 Sensor being tested.
Yes Repair the short to ground in the O2 Heater Control circuit.
No Go To 7
Repair
Information.
73
Symptom:
P0136-O2 SENSOR 1/2 HEATER CIRCUIT MALFUNCTION
P0136-O2 SENSOR 1/2 HEATER CIRCUIT MALFUNCTION

When Monitored: Ignition ON, with battery voltage greater than 10.4 volts.
Set Condition: The state of the PCM relay control circuit, between the PCM and relay
coil, does not match the desired state.
POSSIBLE CAUSES
O2 SENSOR HEATER RELAY
(F142) FUSED ASD RELAY OUTPUT CIRCUIT
(K512) O2 HEATER RELAY CONTROL CIRCUIT OPEN
(K512) O2 HEATER RELAY CONTROL CIRCUIT SHORTED TO GROUND
O2 HEATER ELEMENT
(A242) O2 HEATER RELAY OUTPUT CIRCUIT
PCM

NOTE: If P0031 and P0051 are set along with P0136, inspect the related fuse
and repair as necessary.
Yes Go To 2

tic Procedure).

Remove the Heater Relay from the PDC.
Measurement is taken at the Heater Relay component.
Measure the resistance of the O2 Sensor Heater Relay Coil.
Is the resistance above 100 ohms?
Yes Replace the O2 Sensor Heater Relay.

No Go To 3
74
P0136-O2 SENSOR 1/2 HEATER CIRCUIT MALFUNCTION Continued

With the DRBIIIt, actuate the ASD Relay.
Using a 12-volt test light connected to ground, probe the (F142) Fused ASD Relay
Output circuit of the O2 Heater Relay in the PDC.
Does the test light illuminate brightly when the relay actuates?
Yes Go To 4
No Repair the open or short to ground in the (F142) ASD Relay

Output circuit. Inspect the related fuse and repair as necessary.

Measure the resistance of the (K512) O2 Heater Relay Control circuit from the PDC
(Heater Relay) connector to the PCM harness connector.
Yes Go To 5
No Repair the open in the (K512) O2 Heater Relay Control circuit.
5 Measure the resistance between ground and the (K512) O2 Heater Relay Control All
circuit at the PDC connector.
Yes Repair the short to ground in the (K512) O2 Sensor Heater Relay
Control circuit.
No Go To 6

NOTE: Allow the O2 Sensor to cool to room temperature.
Disconnect the 1/2 and 2/2, if applicable, O2 Sensor harness connectors.
Measure the resistance across each of the O2 Sensor Heater elements, component
side.
Is the resistance value between 2.0 and 30 ohms?
Yes Go To 7

7 Install the O2 Sensor Heater Relay. All

Using a 12-volt test light connected to ground, probe the (A242) O2 Heater Relay
Output circuit at the 1/2 and 2/2, if applicable, O2 Sensor harness connectors.
Does the test light illuminate brightly when the Relay is actuated?
Yes Go To 8
No Repair the open or short to ground in the (A242) O2 Heater Relay

Output circuit.
75
P0136-O2 SENSOR 1/2 HEATER CIRCUIT MALFUNCTION Continued

If there are not possible causes remaining, view repair.
Repair
Information.
76
Symptom List:
P0171-1/1 FUEL SYSTEM LEAN
The title for the tests will be P0171-1/1 FUEL SYSTEM LEAN.

When Monitored: With the engine running in closed loop mode, the ambient/battery
temperature above 20 F and altitude below 8000 ft.
Set Condition: If the PCM multiplies short term compensation by long term adaptive and
a certain percentage is exceeded for two trips, a freeze frame is stored, the MIL illuminates
and a trouble code is stored.

a certain percentage is exceeded for two trips, a freeze frame is stored, the MIL illuminates
and a trouble code is stored.
POSSIBLE CAUSES
FUEL PRESSURE OUT OF SPECS
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP INLET STRAINER PLUGGED
FUEL PUMP MODULE
O2 SENSOR
O2 SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
TP SENSOR VOLTAGE GREATER THAN 0.92 OF A VOLT WITH THROTTLE CLOSED
TP SENSOR SWEEP
MAP SENSOR OPERATION
ECT SENSOR OPERATION
ENGINE MECHANICAL PROBLEM
FUEL FILTER/PRESSURE REGULATOR
PCM
77
P0171-1/1 FUEL SYSTEM LEAN Continued

1 NOTE: Check for contaminates that may have damaged the O2 Sensor: All
Yes Go To 2

tic Procedure).
2 Warning: The fuel system is under a constant pressure (even with the engine All
off). Before testing or servicing any fuel system hose, fitting or line, the fuel
system pressure must be released.
Install a fuel pressure gauge.
With the DRBIIIt, actuate the ASD Fuel System test and observe the fuel pressure
gauge.
NOTE: Fuel pressure specification is 400 KPa +/- 34 KPa (58 psi +/- 5 psi).
Choose a conclusion that best matches your fuel pressure reading.
Below Specification
Go To 3
Within Specification
Go To 6
Above Specification
Replace the fuel filter/pressure regulator.
CAUTION: Stop All Actuations.

Warning: The fuel system is under a constant pressure (even with the engine
Raise vehicle on hoist, and disconnect the fuel pressure line at the fuel pump module.
Install special 5/16 fuel line adapter tool #6539 or #6631 between disconnected fuel
line and the fuel pump module.
Attach a fuel pressure test gauge to the T fitting on tool #6539 or #6631.
gauge.
Is the fuel pressure within specification?
Yes Repair or replace fuel supply line as necessary.

No Go To 4
Caution: Stop All Actuations.
78

WARNING: The fuel system is under a constant pressure (even with the
engine off). Before testing or servicing any fuel system hose, fitting or line,
the fuel system pressure must be released.
Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer.
Is the Fuel Inlet Strainer plugged?
Yes Replace the Fuel Pump Inlet Strainer.
No Go To 5

Repair
Replace the Fuel Pump Module.

NOTE: Wait a minimum of 10 minutes to allow the O2 Sensor and Exhaust
System to cool down before continuing the test.
With the DRBIIIt, monitor all of the O2 Sensor voltage readings.
Is the voltage above 4.5 volts for all of the O2 Sensors?
Yes Go To 7
No Go To 13

With the DRBIIIt, monitor all O2 Sensor voltage readings for at least 2 minutes.
Does the voltage stay above 4.5 volts for any of the O2 Sensors?
Yes Replace the O2 Sensor that had the voltage reading above 4.5
volts.
No Go To 8

With the DRBIIIt, read TP Sensor voltage.
NOTE: The throttle must be against the stop.
Is the voltage 0.92 of a volt or less with the Throttle closed?
Yes Go To 9
No Check for a binding throttle condition. If OK, replace the Throttle

Position Sensor.
9 With the DRBIIIt, read the TP Sensor voltage. All

While monitoring the DRBIIIt, slowly open and close the throttle.
Does the voltage increase and decrease smoothly?
Yes Go To 10
79

Connect a Vacuum Gauge to a Manifold Vacuum source.
Start the engine.
Note: If engine will not idle, maintain a constant RPM above idle.
With the DRBIIIt in Sensors, read the MAP Sensor vacuum value.
Is the DRBIIIt reading within 19 of the Vacuum Gauge reading?
Yes Go To 11
No Replace the MAP Sensor.

NOTE: Remove the vacuum gauge before continuing.
With the DRBIIIt, read the Engine Coolant Temperature Sensor value. If the engine
was allowed to sit overnight (cold soak), the temperature value should be a sensible
value that is somewhere close to the ambient temperature.
Start the Engine.
During engine warm-up, monitor the Engine Coolant Temperature value. The temp
Did the Engine Coolant Temperature increase smoothly and did it reach at least 82C
(180F)?
Yes Go To 12

12 Check for any of the following conditions/mechanical problems. All

AIR INDUCTION SYSTEM - must be free from leaks.
ENGINE VACUUM - must be at least 13 inches in neutral
ENGINE VALVE TIMING - must be within specifications
ENGINE COMPRESSION - must be within specifications
ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks.
ENGINE PCV SYSTEM - must flow freely
TORQUE CONVERTER STALL SPEED - must be within specifications
POWER BRAKE BOOSTER - no internal vacuum leaks
FUEL - must be free of contamination
FUEL INJECTOR - plugged or restricted injector; control wire not connected to
correct injector
Are there any engine mechanical problems?
Yes Repair as necessary.
tic Procedure).
80

13 NOTE: Wait a minimum of 10 minutes to allow the O2 Sensor to cool down All
Disconnect the harness connector(s) of the O2 Sensor(s) that had a voltage reading
below 4.5 volts in the previous step.
With the DRBIIIt, monitor the O2 Sensor voltage reading(s).
Is the O2 Sensor voltage above 4.5 volts?
volts.
No Go To 14

Measure the resistance between ground and the O2 Sensor Signal circuit at the PCM
harness connector.
Yes Repair the short to ground in the O2 Sensor Signal circuit.

No Go To 15
Repair
Information.
81
Symptom List:
P0172-1/1 FUEL SYSTEM RICH
The title for the tests will be P0172-1/1 FUEL SYSTEM RICH.

the result is below a certain value for two trips, a freeze frame is stored, the MIL
illuminates and a trouble code is stored.

the result is below a certain value for two trips, a freeze frame is stored, the MIL
illuminates and a trouble code is stored.
POSSIBLE CAUSES
O2 SENSOR
O2 SENSOR SIGNAL CIRCUIT OPEN
O2 SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
EVAP SYSTEM OPERATION
TP SENSOR VOLTAGE GREATER THAN 0.92 OF A VOLT WITH THROTTLE CLOSED
TP SENSOR SWEEP
FUEL FILTER/PRESSURE REGULATOR
MAP SENSOR OPERATION
ECT SENSOR OPERATION
PCM
82
P0172-1/1 FUEL SYSTEM RICH Continued

NOTE: Check for contaminants that may have damaged the O2 Sensor:
NOTE: Any O2 Sensor, TPS, ECT, MAP, or EVAP DTCs must be repaired
before continuing.
Yes Go To 2

tic Procedure).

gauge.
Go To 3
Above Specification
Caution: Stop All Actuations.

With the DRBIIIt, monitor all of the O2 Sensor voltage readings.
Is the voltage above 4.5 volts for all of the O2 Sensors?
Yes Go To 4
No Go To 11

before continuing the test. Allow the O2 Sensor voltage to stabilize between
4 and 5 volts.
With the DRBIIIt, monitor all of the O2 Sensor voltage values for at least 2 minutes.
Does the voltage stay above 4.5 volts for any of the O2 Sensors?
volts.
No Go To 5
83

5 NOTE: The engine must be at operating temperature and in closed loop to All
perform this test.
Start the engine.
Allow the engine to reach normal operating temperature.
With the DRBIIIt select System Tests, perform the Purge Vapors Test.
Observe the Short Term Adaptive value and press 3 to flow.
NOTE: Short Term Adaptive value change.
Did the Short Term Adaptive value change?
Yes Go To 6
No Refer to the Driveability category and perform the appropriate
symptom.

With the DRBIIIt, read TP Sensor voltage.
NOTE: The throttle must be against the stop.
Is the voltage 0.92 of a volt or less with the Throttle closed?
Yes Go To 7
No Check for a binding throttle condition. If OK, replace the Throttle

Position Sensor.
7 With the DRBIIIt, read the TP Sensor voltage. All

While monitoring the DRBIIIt, slowly open and close the throttle.
Does the voltage increase and decrease smoothly?
Yes Go To 8


Connect a Vacuum Gauge to a Manifold Vacuum source.
Start the engine.
Note: If engine will not idle, maintain a constant RPM above idle.
With the DRBIIIt in Sensors, read the MAP Sensor vacuum value.
Is the DRBIIIt reading within 19 of the Vacuum Gauge reading?
Yes Go To 9
No Replace the MAP Sensor.

NOTE: Remove the vacuum gauge before continuing.
84

With the DRBIIIt, read the Engine Coolant Temperature Sensor value. If the engine
was allowed to sit overnight (cold soak), the temperature value should be a sensible
value that is somewhere close to the ambient temperature.
Start the Engine.
During engine warm-up, monitor the Engine Coolant Temperature value. The temp
Did the Engine Coolant Temperature value increase smoothly and reach at least
82C?
Yes Go To 10

AIR INDUCTION SYSTEM - must be free from restrictions.
FUEL INJECTOR - plugged or restricted injector; control wire not connected to
correct injector

tic Procedure).

Disconnect the sensor harness connector of the O2 Sensor(s) that had a voltage value
greater than 4.5 volts in the previous step.
With the DRBIIIt, monitor the O2 Sensor voltage reading(s).
Is the O2 Sensor voltage above 4.5 volts?
volts.
No Go To 12
85

Measure the resistance of the O2 Sensor Signal circuit from the PCM harness
connector to the O2 Sensor harness connector.
Yes Go To 13
No Repair the open in the O2 Sensor Signal circuit.

13 Leave the O2 Sensor and PCM harness connectors disconnected. All

Measure the voltage on the O2 Sensor Signal circuit at the O2 Sensor harness
connector.
Yes Repair the short to voltage in the O2 Sensor Signal circuit.

No Go To 14
Repair
Information.
86
Symptom List:
P0201-INJECTOR #1 CONTROL CIRCUIT
The title for the tests will be P0201-INJECTOR #1 CONTROL
CIRCUIT.

When Monitored: With battery voltage greater than 10.4 volts, the auto shutdown relay
energized, injector pulse width less than 10ms, and engine speed less than 3000 rpm.
Set Condition: This trouble code takes .64 to 10.0 seconds to set when no inductive kick
is sensed .18ms after injector turn off, and with no other injectors on.




87
P0201-INJECTOR #1 CONTROL CIRCUIT Continued

POSSIBLE CAUSES
(F42) ASD RELAY OUTPUT CIRCUIT
FUEL INJECTOR
FUEL INJECTOR CONTROL CIRCUIT OPEN
FUEL INJECTOR CONTROL CIRCUIT SHORTED TO GROUND
PCM

NOTE: Diagnose any Misfire DTCs before continuing. If a Misfire is detected
for a particular cylinder, the PCM will shut down that Injectors Control
circuit.
Yes Go To 2

tic Procedure).

Disconnect the Fuel Injector harness connector.
Using a 12-volt test light connected to ground, probe the (F42) ASD Relay Output
circuit at the Fuel Injector harness connector.
Did the test light illuminate brightly when the ASD Relay was actuating?
Yes Go To 3
No Repair the open or short to ground in the (F42) ASD Relay Output
circuit.
88
P0201-INJECTOR #1 CONTROL CIRCUIT Continued

3 Using a 12-volt test light connected to 12-volts, probe the Fuel Injector Control All
circuit.
With the DRBIIIt, actuate the Fuel Injector.
What is the state of the test light while actuating the Fuel Injector?
Brightly blinking.
Replace the Fuel Injector.
ON constantly.
Go To 4
OFF constantly.
Go To 5

Measure the resistance between ground and the Fuel Injector Control circuit in the
Fuel Injector harness connector.
Yes Repair the short to ground in the Fuel Injector Control circuit.
No Go To 6

Measure the resistance of the Fuel Injector Control circuit from the Fuel Injector
Yes Go To 6
No Repair the open in the Fuel Injector Control circuit.
Repair.
Information.
89
Symptom List:
P0300-MULTIPLE CYLINDER MIS-FIRE
P0301-CYLINDER #1 MISFIRE
The title for the tests will be P0300-MULTIPLE CYLINDER
MIS-FIRE.
P0300-MULTIPLE CYLINDER MIS-FIRE

When Monitored: Any time the engine is running, and the adaptive numerator has been
successfully updated.
Set Condition: When more than a 1% misfire rate is measured during two trips, or with
a 6% to 30% misfire rate during one trip.
90
P0300-MULTIPLE CYLINDER MIS-FIRE Continued
POSSIBLE CAUSES
INTERMITTENT MISFIRE
VISUAL INSPECTION
IGNITION WIRE
(F42) ASD RELAY OUPUT CIRCUIT
IGNITION COIL
COIL CONTROL CIRCUIT
SPARK PLUG
CHECKING FUEL PRESSURE
FUEL PUMP INLET STRAINER PLUGGED
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP MODULE
CHECKING FUEL LEAK DOWN
FUEL INJECTOR
INJECTOR CONTROL CIRCUIT
PCM
91

1 NOTE: Check for any TSBs that apply to a Misfire condition. Review the All
vehicle repair history for any misfire condition repairs that have been
performed.
Read and record the FREEZE FRAME DATA. Select OBD II MONITORS. Read and
record the MIS-FIRE SIMILAR CONDITIONS WINDOW DATA.
With these screens, attempt to duplicate the condition(s) that has set this DTC.
When the vehicle is operating in the SIMILAR CONDITIONS WINDOW, refer to the
WHICH CYLINDER IS MISFIRING screen.
Observe the WHICH CYLINDER IS MISFIRING screen for at least one minute.
Is there a misfire present?
Yes Go To 2

tic Procedure).
2 NOTE: Anything that affects the speed of the crankshaft can cause a misfire All
DTC.
NOTE: When a Misfire is detected for a particular cylinder, the PCM will
shut down that cylinders Injector Control circuit.
- Visually inspect the engine for any of the following conditions.
- Worn serpentine belt
- Binding Engine-Driven accessories: A/C Compressor, P/S Pump, Water pump.
- Misaligned Water pump, P/S Pump and A/C Compressor pulleys
- Corroded PCM power and ground circuits.
- Improper CKP, CMP, MAP, and TP Sensor mounting
- Poor connector/terminal to component connection. i.e., CKP sensor, Fuel Injector,
Ign coil, etc.
- Vacuum leaks
- Restricted Air Induction system or Exhaust system.
Were any of the above conditions present?
No Go To 3

Disconnect the Ignition Coil harness connector.
circuit at the Ignition Coil harness connector and Fuel Injector harness connector.
Yes Go To 4
No Repair the excessive resistance or short to ground in the (F42)
ASD Relay Output circuit.
92

Disconnect the Ignition wire from the spark plug of the cylinder(s) misfiring.
Disconnect the Fuel Injector harness connector of the cylinder(s) being tested.
NOTE: Before continuing inspect the ignition wire for damage or carbon
tracking. Replace as necessary.
Install a spark tester on the ignition wire.
While cranking the engine observe the spark coming from the spark tester.
NOTE: A crisp blue spark that is able to jump the gap of the spark tester
should be generated.
Is good spark present?
Yes Go To 5
No Go To 14

Remove the Spark Plug of the misfiring cylinder.
Inspect the Spark Plug for the following conditions.
- Cracks
- Carbon Tracking
- Foreign Material
- Gap size out of specifications
- Loose or broke electrode
NOTE: Lightly tap the bottom of the spark plug on a solid surface. The
electrode in the spark plug should not move.
Were any of the above condition present?
Yes Replace the Spark Plug.

No Go To 6
Start the engine and observe the fuel pressure reading.
Go To 7
Below Specification
Go To 12
Above Specification
93

7 NOTE: Before continuing visually and physically inspect the fuel delivery All
system for external leaks or damage. Repair /replace as necessary.
WARNING: The fuel system is under a constant pressure even with the
engine off. Before testing or servicing any fuel system hose, fitting or line,
Install special tool #6539 (5/169) fuel line adapter.
Install the fuel pressure gauge.
Start the engine and allow the fuel system to reach maximum pressure.
NOTE: Fuel specification is 400 KPa +/- 34 KPa (58 psi +/- 5 psi).
Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the
fuel pressure gauge and the engine.
Monitor the fuel pressure gauge for a minimum of 5 minutes.
NOTE: The pressure should not fall below 241 KPa (35 psi)
Does the Upstream gauge fall below the above specification?
Yes Replace the leaking Fuel Injector(s).

No Go To 8
CAUTION: After each Fuel Injector actuation, start the engine to clean the
cylinder of fuel. Failure to do so could cause engine damage.
Remove special tool #C4390.
Start the engine and allow the fuel pressure to reach maximum pressure.
Using the DRBIIIt, actuate the Fuel Injector for the cylinder that indicated the
misfire.
Monitor the fuel pressure gauge.
Does the fuel pressure gauge indicate a drop in fuel pressure?
Yes Go To 9
No Go To 10
NOTE: Turn the ignition off, remove the fuel pressure gauge, and connect
the fuel lines before continuing.

CAM LOBES - must not be worn excessively
CYLINDER LEAKAGE TEST - must be within specifications
VALVE SPRINGS - cannot be weak or broken

No Go To 17
94

NOTE: When a Misfire is detected for a particular cylinder, the PCM will
shut down that cylinders Injector Control circuit.
With the DRBIIIt, erase DTCs.
Using a 12-volt test light connected to 12-volts, probe the Injector Control circuit.
With the DRBIIIt, actuate the Fuel Injector.
Does the test light blink/flicker?
Yes Replace the Fuel Injector.
No Go To 11

Check the Injector Control circuit for an open, short to ground, and short to voltage.
Was a problem found with the Injector Control circuit?
Yes Repair the excessive resistance or short to ground in the Injector

Control circuit.
No Go To 17

Raise vehicle on hoist, and disconnect the fuel pressure line at the fuel pump module.
Install special tool #6539 (5/169) fuel line adapter fuel pressure gauge between the
fuel supply line and the fuel pump module.
gauge.
Is the fuel pressure within specification?
Yes Repair or replace fuel supply line as necessary.

No Go To 13

off). Before testing or servicing any fuel system hose,fitting or line, the fuel
Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer.
Is the Fuel Inlet Strainer plugged?
Yes Replace the Fuel Pump Inlet Strainer.
No NOTE: Before continuing, check the Fuel Pump Module harness

connector terminals for corrosion, damage, or terminal push out.
Ensure the ground circuit is operating properly. Repair as neces-
sary. Replace the Fuel Pump Module.
95

Remove the ignition wire.
Measure the resistance of the ignition wire.
Is the resistance below 10K ohms?
Yes Go To 15
No Replace the Ignition Wire.

Remove the Fuel Pump Relay or ASD Relay.
Using a 12-volt test light connected to 12-volts, probe the Ignition Coil Control
circuit.
Crank the engine for 5 second while observing the test light.
NOTE: The resistance of the Primary Ignition Coil on a 2.4L is 0.51 to 0.61 of
an ohm and the 4.0L Primary Coil Rail resistance is 0.53 to 0.63 of an ohm at
77F (25C).
Does the test light brightly blink/flicker?
Yes Replace the Ignition Coil.
No Go To 16

Check the Coil Control circuit for an open, short to ground, and short to voltage.
Was a problem found with the Coil Control circuit?
Yes Repair the Coil Control circuit.

No Go To 17
Repair
Information.
96
Symptom:
P0320-NO CRANK REFERENCE SIGNAL AT PCM
P0320-NO CRANK REFERENCE SIGNAL AT PCM

When Monitored: With the ignition on.
Set Condition: No signal from the Crankshaft Position Sensor is present during engine
cranking, and at least 3 Camshaft Position Sensor signals have occurred.
POSSIBLE CAUSES
INTERMITTENT CRANK POSITION SIGNAL
CAM POSITION SENSOR SIGNAL
(K7) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K24) CKP SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K24) CKP SENSOR SIGNAL CIRCUIT OPEN
(K24) CKP SENSOR SIGNAL CIRCUIT SHORTED GROUND
(K24) CKP SENSOR SIGNAL SHORTED TO (K7) 5-VOLT SUPPLY CIRCUIT
CRANKSHAFT POSITION SENSOR
PCM

Start the engine.
If the DTC does not set right away it may be necessary to take the vehicle on a test
drive.
Does the DTC return?
Yes Go To 2
No Go To 14

Disconnect the CKP Sensor harness connector.
Measure the voltage on the (K7) 5-volt Supply circuit in the CKP Sensor harness
connector.
Yes Go To 3
No Go To 10
97
P0320-NO CRANK REFERENCE SIGNAL AT PCM Continued

3 Measure the voltage on the (K24) CKP Sensor Signal circuit in the CKP Sensor All
harness connector.
Yes Go To 4
No Go To 6

Measure the resistance of the (K4) Sensor ground circuit from the CKP Sensor
Yes Go To 5

5 NOTE: Inspect the slots on the flywheel for damage. If a problem is found All
Repair
Replace the Crankshaft Position Sensor.

Measure the voltage on the (K24) CKP Sensor Signal circuit in the CKP Sensor
harness connector.
Did the voltage increase above 5.2 volts with the Ignition on?
Yes Repair the short to voltage in the (K24) CKP Sensor Signal
circuit.
No Go To 7

Measure the resistance of the (K24) CKP Sensor Signal circuit from the CKP Sensor
Yes Go To 8
No Repair the open in the (K24) CKP Sensor Signal circuit.

8 Measure the resistance between ground and the (K24) CKP Sensor Signal circuit in All
the CKP Sensor harness connector.
Yes Repair the short to ground in the (K24) CKP Sensor Signal circuit.
No Go To 9
98

9 Measure the resistance between the (K24) CKP Sensor Signal circuit and the (K7) All
5-volt Supply circuit in the CKP Sensor harness connector.
(K24) CKP Sensor Signal circuit.
No Go To 13

Measure the voltage on the (K7) 5-volt Supply circuit at the CKP Sensor harness
connector.
Did the voltage increase above 5.2 volts with the Ignition on?
Yes Repair the short to voltage in the (K7) 5-volt Supply circuit.
No Go To 11

Measure the resistance of the (K7) 5-volt Supply circuit from the CKP Sensor harness
Yes Go To 12
12 Measure the resistance between ground and the (K7) 5-volt Supply circuit at the CKP All
No Go To 13
Repair
Information.
99

14 NOTE: The following tests may help in identifying a possible intermittent All
condition with the Crank Sensor or its related wire harness.
With the DRBIIIt as a Dual Channel Lab Scope and the Miller special tool #6801,
backprobe the (K24) CKP Signal circuit in the Crank Sensor connector and the PCM
harness connector.
Wiggle the related wire harness and connections.
Monitor the lab scope screen.
Start the engine.
Lightly tap on the Crank Sensor and wiggle the CKP Sensor connector and the
related wire harness.
Observe the lab scope screen.
Look for any erratic pulses generated by the CKP Sensor.
Did the CKP Sensor generate any erratic pulses?
Yes Carefully inspect the wire harness and connections, repair as
necessary, if ok, replace the Crank Position Sensor.
No Go To 15
15 NOTE: An intermittent failure with the Cam Position Sensor may cause the All
P0320 code to set.
backprobe the (K44) CMP Signal circuit in the CMP Sensor connector and the PCM
harness connector.
Wiggle the related wire harness and gently tap on the Cam Position Sensor.
Start the engine.
Lightly tap on the CMP Sensor and wiggle the related wire harness.
Observe the lab scope screen, looking for any erratic pulses generated by the CMP
Sensor.
Did the CMP Sensor generate any erratic pulses?

necessary, if ok, replace the Cam Position Sensor.
No Test Complete.
100
Symptom:
P0340-NO CAM REFERENCE SIGNAL AT PCM
P0340-NO CAM REFERENCE SIGNAL AT PCM

When Monitored: Engine cranking/running.
Set Condition: At least 5 seconds have elapsed with Crankshaft Position Sensor signals
present but no Camshaft Position Sensor signal.
POSSIBLE CAUSES
CHECKING INTERMITTENT CMP SIGNAL WITH LAB SCOPE
CRANK POSITION SENSOR SIGNAL
(K7) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K44) CMP SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K44) CMP SENSOR SIGNAL CIRCUIT OPEN
(K44) CMP SENSOR SIGNAL CIRCUIT SHORTED GROUND
(K44) CMP SENSOR SIGNAL SHORTED TO (K7) 5-VOLT SUPPLY CIRCUIT
CAMSHAFT POSITION SENSOR
PCM

1 With the DRBIIIt, read DTCs and record the related Freeze Frame data. All
Start the engine.
If the DTC does not set right away it may be necessary to take the vehicle on a test
drive.
Yes Go To 2
No Go To 14

Disconnect the CMP Sensor harness connector.
Measure the voltage on the (K7) 5-volt Supply circuit at the CMP Sensor harness
connector.
Yes Go To 3
No Go To 10
101
P0340-NO CAM REFERENCE SIGNAL AT PCM Continued

3 Measure the voltage on the (K44) CMP Sensor Signal circuit at the CMP Sensor All
harness connector.
Yes Go To 4
No Go To 6
4 Turn the Ignition off. All

Measure the resistance of the (K4) Sensor ground circuit from the CMP Sensor
Yes Go To 5

5 NOTE: Inspect the Camshaft sprocket for damage per the Service Informa- All
tion. If a problem is found repair as necessary.
Repair
Replace the Camshaft Position Sensor.

Measure the voltage on the (K44) CMP Sensor Signal circuit at the CMP Sensor
harness connector.
Yes Repair the short to voltage in the (K44) CMP Sensor Signal
circuit.
No Go To 7

Measure the resistance of the (K44) CMP Sensor Signal circuit from the CMP Sensor
Yes Go To 8
No Repair the open in the (K44) CMP Sensor Signal circuit.

8 Measure the resistance between ground and the (K44) CMP Sensor Signal circuit at All
the CMP Sensor harness connector.
Yes Repair the short to ground in the (K44) CMP Sensor Signal
circuit.
No Go To 9
102

9 Measure the resistance between the (K44) CMP Sensor Signal circuit and the (K7) All
5-volt Supply circuit in the CMP Sensor harness connector.
(K44) CMP Sensor Signal circuit.
No Go To 13

Measure the voltage on the (K7) 5-volt Supply circuit at the CMP Sensor harness
connector.
Yes Repair the short to voltage in the (K7) 5-volt Supply circuit.
No Go To 11

Measure the resistance of the (K7) 5-volt Supply circuit from the CMP Sensor
Yes Go To 12

CMP Sensor harness connector.
No Go To 13
Repair
Information.
103

14 NOTE: The following tests may help in identifying a possible intermittent All
condition with the Cam Sensor or its related wire harness.
backprobe the (K44) CMP Signal circuit in the Cam Sensor connector and the PCM
harness connector.
Start the engine.
Lightly tap on the Cam Sensor and wiggle the CMP Sensor connector and wire
harness.
Look for any erratic pulses generated by the CMP Sensor.
Did the CMP Sensor generate any erratic pulses?
necessary, if ok, replace the Cam Position Sensor.
No Go To 15
15 NOTE: An intermittent Crank Position Sensor failure may cause the P0340 All
code to set.
backprobe the (K24) CKP Signal circuit in the Crank Sensor connector and the PCM
harness connector.
Start the engine.
Lightly tap on the Crank Sensor and wiggle the CKP Sensor connector and wire
harness.
Look for any erratic pulses generated by the CKP Sensor.
Did the CKP Sensor generate any erratic pulses?

necessary, if ok, replace the Crank Position Sensor.
No Test Complete.
104
Symptom List:
P0351-IGNITION COIL # 1 PRIMARY CIRCUIT
The title for the tests will be P0351-IGNITION COIL # 1
PRIMARY CIRCUIT.

When Monitored: With battery voltage greater than 8 volts during engine cranking or
greater than 12 volts with engine running, engine rpm less than 2016, and none of the coils
in dwell when checked.
Set Condition: Peak current is not achieved with battery based dwell plus 1.5 msec of
diagnostic offset. It takes less than 3 seconds during cranking or up to 6 seconds while
running to set.

running to set.

running to set.
POSSIBLE CAUSES
(F42) ASD RELAY OUTPUT CIRCUIT
IGNITION COIL RESISTANCE
IGNITION COIL
IGNITION COIL CONTROL CIRCUIT OPEN
IGNITION COIL CONTROL CIRCUIT SHORTED TO GROUND
105
P0351-IGNITION COIL # 1 PRIMARY CIRCUIT Continued
POSSIBLE CAUSES
PCM

Yes Go To 2

tic Procedure).

circuit at the coil rail harness connector.
Yes Go To 3

ASD Relay Output circuit. Inspect the related fuses and repair as
necessary.
CAUTION: Stop All Actuations

NOTE: The resistance of the 2.4L Primary Ignition Coil is 0.53 to 0.63 of an
ohm and the resistance of a 4.0L Primary Coil Rail is 0.51 to 0.61 of an ohm
at 70F (21.1C).
Measure the resistance of the primary ignition coil.
Is the resistance value within the listed specifications?
Yes Go To 4
No Replace the ignition coil.


Using a 12-volt test light connected to 12-volts, probe the Ignition Coil Control
circuit.
Crank the engine for 5 second while observing the test light.
What is the state of the test light while cranking the engine?
Brightly blinking.
Replace the Ignition Coil.
ON constantly.
Go To 5
OFF constantly.
Go To 6
106
P0351-IGNITION COIL # 1 PRIMARY CIRCUIT Continued

Measure the resistance between the Ignition Coil Control circuit and ground.
Yes Repair the short to ground in the Ignition Coil Control circuit.
No Go To 7

Measure the resistance of the Ignition Coil Control circuit from the Ignition Coil
connector to the PCM connector.
Yes Go To 7
No Repair the open in the Ignition Coil Control circuit.

Repair
Information.
107
Symptom List:
P0420-1/1 CATALYTIC CONVERTER EFFICIENCY
The title for the tests will be P0420-1/1 CATALYTIC CON-
VERTER EFFICIENCY.

When Monitored: After engine warm up to 147 F, 180 seconds of open throttle operation,
at a speed greater than 20 mph, with the engine at 1200-1700 rpm and MAP vacuum
between 15.0 and 21.0 inches of mercury (Hg).
Set Condition: As catalyst efficiency deteriorates, the switch rate of the downstream O2
sensor approaches that of the upstream O2 sensor. If at any point during the test the
switch ratio reaches a predetermined value a counter is incremented by one.

When Monitored: After engine warm up to 147 F, 180 seconds of open throttle operation,
at a speed greater than 20 mph, with the engine at 1200-1700 rpm and MAP vacuum
between 15.0 and 21.0 inches of mercury (Hg).
Set Condition: As catalyst efficiency deteriorates, the switch rate of the downstream O2
sensor approaches that of the upstream O2 sensor. If at any point during the test the
switch ratio reaches a predetermined value a counter is incremented by one.
POSSIBLE CAUSES
VISUALLY INSPECT CATALYTIC CONVERTER
EXHAUST LEAK
UPSTREAM O2 SENSOR OLDER THAN DOWNSTREAM O2 SENSOR
CATALYTIC CONVERTER
108
P0420-1/1 CATALYTIC CONVERTER EFFICIENCY Continued

Yes Go To 2
tic Procedure).
2 Inspect the Catalytic Converter for the following damage. All

Damaged Catalytic Converter, dent and holes.
Severe discoloration caused by overheating the Catalytic Converter.
Catalytic Converter broken internally.
Leaking Catalytic Converter.
Yes Replace the Catalytic Converter. Repair the condition that may
have caused the failure.
No Go To 3
3 Start Engine and let idle. All

Check for exhaust leaks between the engine and the appropriate downstream O2
Sensor.
Is there any exhaust leaks?
Yes Repair or replace leaking exhaust parts as necessary.

No Go To 4
4 Check the exhaust for excessive smoke from internal oil or coolant leaks. All
Is there an oil or coolant consumption condition present?
Yes Repair the engine mechanical condition as necessary and replace
Catalytic Converter.
No Go To 5

NOTE: A new Downstream O2 Sensor along with an aging Upstream O2
Sensor may cause this trouble code to set.
Review vehicle repair history.
Has the Downstream O2 Sensor been replaced without replacing the Upstream O2
Sensor?
Yes Replace the appropriate Upstream Oxygen Sensor.

No Go To 6

Repair
Replace the Catalytic Converter.
109
Symptom:
P0441-EVAP PURGE FLOW MONITOR
P0441-EVAP PURGE FLOW MONITOR

When Monitored: With engine temperature greater than 170 F, fuel control in closed
loop, engine idling for 2 minutes, no low fuel, MAP less than 15.7 inches mercury and
barometric altitude less than 8,000 feet.
Set Condition: After having passed the Leak Detection Pump (LDP) test, no air flow
through the evaporative system is detected by the EVAP monitor.
POSSIBLE CAUSES
VISUAL INSPECTION
EVAP PURGE HOSE (SOLENOID TO CANISTER)
EVAP PURGE HOSE (CANISTER TO FUEL TANK)
EVAP PURGE SOLENOID VACUUM SUPPLY
EVAP PURGE SOLENOID (LEAKING/STUCK OPEN)
EVAP PURGE SOLENOID

Yes Go To 2
tic Procedure).
2 Visually inspect the Evap canister. Look for any physical damage or any signs of fuel All
that has entered the canister. Any signs of fuel may indicate a fuel tank vent.
Yes Repair or Replace as necessary.
No Go To 3
110
P0441-EVAP PURGE FLOW MONITOR Continued

3 Visually inspect the Evap purge hose that goes from the Purge Solenoid to the Evap All
Canister. Look for any physical damage such as a pinched, plugged, ripped or dry
rotted hose.
Yes Repair or replace hose as necessary.

No Go To 4
4 Visually inspect the Evap Purge hose that goes between the Evap canister and the All
fuel tank. Look for any physical damage such as a pinched, plugged, ripped or dry
rotted hose.
Yes Repair or replace hose as necessary.
No Go To 5
5 Carefully inspect the Evap Purge Solenoid vacuum supply hose for proper routing. All
Also check for a pinched or plugged hose from the throttle body to the Purge Solenoid.
Inspect the vacuum nipple at the throttle body for any damage or plugging.
Make sure vacuum fitting at the purge solenoid is not over installed, pushed in too
far.
Is the vacuum supply hose and throttle body vacuum nipple free from defects?
Yes Go To 6
No Repair the vacuum supply hose/tube as necessary.

6 Note: After disconnecting the Evap Purge Solenoid vacuum connections, All
inspect the lines and solenoid for any signs of contamination from the EVAP
Canister. This may indicate a faulty fuel tank vent. Replace purge solenoid
if contamination is found
Disconnect the vacuum hoses at the EVAP Purge Solenoid.
Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid
vacuum source port. (component side)
Does the Evap Purge Solenoid hold vacuum?
Yes Go To 7
No Replace the Evap Purge Solenoid and the Evap Canister and
clean out Evap lines as necessary.
7 Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid All
vacuum source port. (component side)
With the DRBIIIt, actuate the EVAP Purge Solenoid and observe the vacuum gauge.
Does the vacuum drop when the solenoid is actuated?

Procedure).
No Replace the Evap Purge Solenoid.

111
Symptom List:
P0442-EVAP LEAK MONITOR MEDIUM (0.040) LEAK DETECTED
P0455-EVAP LEAK MONITOR LARGE LEAK DETECTED
P0456-EVAP LEAK MONITOR SMALL (0.020) LEAK DETECTED
The title for the tests will be P0442-EVAP LEAK MONITOR
MEDIUM (0.040) LEAK DETECTED.

When Monitored: Immediately after a cold start, with battery/ambient temperature
between 40 F and 90 F and coolant temperature within 10 F of battery/ambient.
Set Condition: If there is a leak larger than 0.0409 and smaller than 0.0809 in the
evaporative system.
P0455-EVAP LEAK MONITOR LARGE LEAK DETECTED

Set Condition: There is a leak larger than 0.0809 in the evaporative system.
P0456-EVAP LEAK MONITOR SMALL (0.020) LEAK DETECTED

Set Condition: There is a leak larger than 0.0209 and smaller than 0.0409 in the
evaporative system.
POSSIBLE CAUSES
EVAPORATIVE EMISSION LEAK DETECTION
EVAP PURGE SOLENOID
112

Continued
Note: A loose gas cap could have caused this DTC to set. Make sure gas cap
is tight and in good condition. Ensure the gas cap meets OEM specifications.
Verify with customer that the gas cap has not been tightened since the MIL
illuminated.
NOTE: Engine vacuum at must be present at the LDP vacuum port.
Yes Go To 2

tic Procedure).
113

Continued
2 To continue testing you will need Miller Tool #8404A Evaporative Emission Leak All
Detector (EELD).
WARNING: Keep lit cigarettes, sparks, flames, and other ignition sources
away from the test area to prevent the ignition of explosive gases. Keep the
test area well ventilated.
NOTE: The fuel tank should have between 20% and 80% of fuel tank capacity
and the fuel must be cool to properly test the Evap system.
Disconnect the vacuum supply hose at the Leak Detection Pump.
Connect and apply a continuous vacuum supply (i.e. 209Hg) to the Leak Detection
Pump. A vacuum pump such as an A/C recovery unit works well.
Using the DRBIIIt, select Engine/System Tests and actuate the Leak Detect Pump
Test (Option 3/Hold PSI).
NOTE: The above energizes the LDP solenoid and allows the constant
vacuum source to apply vacuum to the LDP pump diaphragm. This lifts the
diaphragm up and seals the atmospheric canister vent valve at the bottom
of the Leak Detection Pump.
Connect the red power lead of Miller Tool #8404A to the battery positive terminal and
the black ground lead to battery negative terminal.
NOTE: See Charts and Graph support material EELD Calibration Setup for
an example.
Connect shop air to the #8404A EELD.
Set the smoke/air control switch to AIR.
Insert the testers AIR supply tip (clear hose) into the appropriate calibration orifice
on the testers control panel (based on DTC leak size).
Press the remote smoke/air start button.
Position the red flag on the air flow meter so it is aligned with the indicator ball.
When the calibration is complete, release the remote button. The EELD flow meter
is now calibrated in liters per minute to the size leak indicated by the DTC set in the
PCM.
Install the service port adapter #8404-14 on the vehicles service port (if equipped) or
install the #8404-ADP service adapter in the LDP filter line.
Connect the Air supply hose from the EELD to the service port or the #8404-ADP.
Press the remote button to activate AIR flow.
NOTE: Larger volume fuel tanks, and/or those with less fuel, may require 4
to 5 minutes to fill.
Compare the flow meter indicator ball reading to the red flag.
ABOVE the red flag indicates a leak present.
BELOW the red flag indicates a sealed system.
Is the indicator ball above the red flag?
Yes Go To 3
No Refer to the INTERMITTENT CONDTION Symptom (Diagnostic

Procedure).
114

Continued
3 NOTE: A thorough visual inspection of the Evap system hoses, tubes, and All
connections may save time in your diagnosis. Look for any physical damage
or signs of wetness at connections. The strong smell of fuel vapors may aid
diagnosis also.
To continue testing, you will need Miller Tool #8404A Evaporative Emissions Leak
Detector (EELD).
Remove the Air supply hose from the service port.
Connect the SMOKE supply tip (black hose) to the service port if equipped or
#8404-ADP.
Set the smoke/air control switch to SMOKE.
NOTE: The flow meter indicator ball will not move at this point.
Press the remote smoke/air start button.
NOTE: Ensure that smoke has filled the EVAP system by continuing to press
the remote smoke/air start button, remove the vehicle fuel cap, and wait for
the smoke to exit. Once smoke is indicated reinstall the fuel cap.
NOTE: For optimal performance, introduce smoke into the system for an
additional 60 seconds; continue introducing smoke at 15 second intervals,
as necessary.
While still holding the remote smoke/air start button, use the white light (#8404-
CLL) to follow the EVAP system path, and look for the source of the leak indicated by
exiting smoke.
If a leak is concealed from view (i.e., top of fuel tank), release the remote smoke/air
start button, and use the ultraviolet (UV) black light #8404-UVL and the yellow
goggles 8404-20 to look for residual traces of dye that is left behind by the smoke.
The exiting smoke deposits a residual fluid that is either bright green or bright
yellow in color when viewed with a UV light.
Was a leak found?
Yes Repair or replace the leaking component as necessary.

No Go To 4
4 NOTE: After disconnecting the Evap Purge Solenoid vacuum connections, All
inspect the lines and solenoid for any signs of contamination from the EVAP
Canister. This may indicate a faulty fuel tank vent. Replace/repair as
necessary.
Disconnect the vacuum hoses at the EVAP Purge Solenoid.
Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid
vacuum source port on the component side.
NOTE: Monitor the vacuum gauge for at least 15 seconds.
Does the Evap Purge Solenoid hold vacuum?
Procedure).

115
Symptom:
P0443-EVAP PURGE SOLENOID CIRCUIT
P0443-EVAP PURGE SOLENOID CIRCUIT

When Monitored: Continuously after the ignition is turned on and the battery voltage is
above 10.4 volts.
Set Condition: Not powering down, not in limp-in and time since last solenoid activation
is greater than 72 micro seconds. The PCM will set a trouble code if the actual state of the
solenoid does not match the intended state on two consecutive key cycles.
POSSIBLE CAUSES
EVAP PURGE SOLENOID
(F12) FUSED IGNITION SWITCH OUTPUT CIRCUIT
(K52) EVAP PURGE SOLENOID CONTROL CIRCUIT OPEN
(K52) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
PCM

Yes Go To 2

tic Procedure).

Disconnect the Evap Purge Solenoid connector.
Measure the resistance between the terminals of the Evap Purge Solenoid.
Is the resistance between 29.0 and 44.0 ohms?
Yes Go To 3
116
P0443-EVAP PURGE SOLENOID CIRCUIT Continued

Measure the voltage on the (F12) Fused Ignition Switch Output circuit at the EVAP
Purge Solenoid harness connector.
Yes Go To 4
No Repair the open or short to ground in the (F12) Fused Ignition
Switch Output circuit. Inspect the related fuse and repair as
necessary.

Note: Check connectors - Clean/repair as necessary.
Measure the resistance of the (K52) Evap Purge Solenoid Control circuit from the
PCM harness connector to the Evap Purge Solenoid harness connector.
Yes Go To 5
No Repair the open in the (K52) Evap Purge Solenoid Control circuit.
5 Measure the resistance between ground and the (K52) Evap Purge Solenoid Control All
circuit.
Yes Repair the short to ground in the (K52) Evap Purge Solenoid
Control circuit.
No Go To 6
Repair
Information.
117
Symptom List:
P0460-FUEL LEVEL UNIT NO CHANGE OVER MILES
P0461-FUEL LEVEL UNIT NO CHANGE OVER TIME
The title for the tests will be P0460-FUEL LEVEL UNIT NO
CHANGE OVER MILES.
P0460-FUEL LEVEL UNIT NO CHANGE OVER MILES

When Monitored: Engine running and fuel level either below 15% or above 85% of
capacity.
Set Condition: The PCM sees low fuel, less than 15%, for more than 120 miles or fuel level
does not change by at least 4% for more than 250 miles.
P0461-FUEL LEVEL UNIT NO CHANGE OVER TIME

When Monitored: Engine running and fuel level either below 15% or above 85% of
capacity.
Set Condition: The PCM sees low fuel, less than 15%, for more than 120 miles or fuel level
does not change by at least 4% for more than 250 miles.
POSSIBLE CAUSES
PHYSICALLY DAMAGED/DEFORMED/OBSTRUCTED FUEL TANK
FUEL LEVEL SENSOR

WARNING: The fuel system is under a constant pressure, even with the
engine off. Before testing or servicing any fuel system hose, fitting or line,
Inspect the outside of the fuel tank for defects.
Remove the fuel tank.
Remove the fuel pump module from the fuel tank.
Inspect the inside of the fuel tank for any obstructions or deformities.
Is the fuel tank free from defects?
Yes Go To 2
No Repair or replace the fuel tank as necessary.
Repair
Replace the Fuel Level Sensor.
118
Symptom:
P0462-FUEL LEVEL SENDING UNIT VOLTAGE TOO LOW
P0462-FUEL LEVEL SENDING UNIT VOLTAGE TOO LOW

When Monitored: Ignition on and battery voltage above 10.4 volts.
Set Condition: The Fuel Level Sensor signal voltage goes below 0.2 of a volt at the PCM
for more than 5 seconds.
POSSIBLE CAUSES
FUEL LEVEL SENSOR VOLTAGE BELOW 0.2 VOLT
FUEL LEVEL SENSOR
(K226) FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K226) FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND CIRCUIT
PCM

With the DRBIIIt, read the Fuel Level Sensor voltage.
Is the Fuel Level Sensor voltage below 0.2 of a volt?
Yes Go To 2
tic Procedure).

Disconnect the Fuel Pump Module harness connector.
Did the Fuel Level Sensor voltage change from below 0.2 of a volt to above 4.0 volts?
Yes Replace the Fuel Level Sensor.

No Go To 3

Measure the resistance between ground and the (K226) Fuel Level Sensor Signal
circuit.
Yes Repair the short to ground in the (K226) Fuel Level Sensor Signal
circuit.
No Go To 4
119
P0462-FUEL LEVEL SENDING UNIT VOLTAGE TOO LOW Continued

4 Measure the resistance between the (K226) Fuel Level Sensor Signal circuit and the All
(K4) Sensor ground circuit.
Fuel Level Sensor Signal circuit.
No Go To 5
5 NOTE: Before continuing, check the PCM harness connectors for corrosion, All
damage, or terminal push out. Repair as necessary.
Repair
Information.
120
Symptom:
P0463-FUEL LEVEL SENDING UNIT VOLTAGE TOO HIGH
P0463-FUEL LEVEL SENDING UNIT VOLTAGE TOO HIGH

When Monitored: Ignition on and battery voltage above 10.4 volts.
Set Condition: The Fuel Level Sensor signal voltage at the PCM goes above 4.95 volts for
more than 90 seconds.
POSSIBLE CAUSES
FUEL LEVEL SENSOR VOLTAGE ABOVE 4.9 VOLTS
FUEL LEVEL SENSOR
(K226) FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
(K226) FUEL LEVEL SENSOR SIGNAL CIRCUIT OPEN
PCM

Is the Fuel Level Sensor voltage above 4.9 volts?
Yes Go To 2

tic Procedure).

Disconnect the Fuel Pump Module electrical harness connector.
Connect a jumper wire between the (K226) Fuel Level Sensor Signal circuit and the
(K4) Sensor ground circuit at the Fuel Pump Module harness connector.
Did the Fuel Level Sensor voltage change from above 4.9 volts to below 0.4 of a volt?
Yes Replace the Fuel Level Sensor.
No Go To 3
121
P0463-FUEL LEVEL SENDING UNIT VOLTAGE TOO HIGH Continued

Measure the voltage on the (K226) Fuel Level Sensor Signal circuit at the Fuel Pump
Module harness connector.
Yes Repair the short to voltage in the (K226) Fuel Level Sensor Signal
circuit.
No Go To 4

Measure the resistance of the (K226) Fuel Level Sensor Signal circuit from the PCM
harness connector to the Fuel Pump Module harness connector.
Yes Go To 5
No Repair the open in the (K226) Fuel Level Sensor Signal circuit.
connector to the Fuel Pump Module harness connector.
Yes Go To 6

Repair
Information.
122
Symptom:
P0500-NO VEHICLE SPEED SIGNAL CIRCUIT
P0500-NO VEHICLE SPEED SIGNAL CIRCUIT

When Monitored: Engine Temperature greater than 104 deg F, MAP vacuum approxi-
mately 159 to 169 inches of mercury and Engine RPM between 1400 and 3000 rpm.
Set Condition: No Vehicle Speed Signal for more than 15 seconds on two consecutive
trips.
POSSIBLE CAUSES
VEHICLE SPEED SENSOR
(G7) VEHICLE SPEED SIGNAL CIRCUIT SHORTED TO VOLTAGE
(G7) VEHICLE SPEED SIGNAL CIRCUIT OPEN
(G7) VEHICLE SPEED SIGNAL CIRCUIT SHORTED TO GROUND
PCM

Yes Go To 2

tic Procedure).

Disconnect the Vehicle Speed Sensor harness connector.
Measure the voltage on the (K6) 5-volt Supply circuit at the VSS harness connector.
Yes Go To 3
No Go To 8
123
P0500-NO VEHICLE SPEED SIGNAL CIRCUIT Continued

Connect a jumper wire between the (G7) Vehicle Speed Signal circuit and (K4) Sensor
ground circuit in the VSS harness connector.
With the DRBIIIt read the Vehicle Speed Signal voltage.
Does the voltage start at 5.0 volts and drop to approximately 0 volts?
Yes Replace the Vehicle Speed Sensor.
No Go To 4

Measure the voltage on the (G7) Vehicle Speed Signal circuit at the PCM or Sensor
harness connector.
Yes Repair the short to voltage in the (G7) Vehicle Speed Signal
circuit.
No Go To 5

Measure the resistance of the (G7) Vehicle Speed Signal circuit from the PCM
harness connector to the VSS harness connector.
Is the resistance above 5.0 ohms?
Yes Repair the open in the (G7) Vehicle Speed Signal circuit.
No Go To 6
6 Measure the resistance between ground and the (G7) Vehicle Speed Signal circuit at All
the Sensor harness connector.
Yes Repair the short to ground in the (G7) Vehicle Speed Signal
circuit.
No Go To 7
7 Measure the resistance of the (K4) Sensor ground circuit from the Sensor harness All
Is the resistance above 5.0 ohms?
Yes Repair the open in the (K4) Sensor ground circuit.
No Go To 10
124
P0500-NO VEHICLE SPEED SIGNAL CIRCUIT Continued

Measure the resistance in the (K6) 5-volt Supply circuit from the VSS harness
Yes Go To 9

9 Measure the resistance between ground and the (K6) 5-volt Supply circuit at the VSS All
harness connector.
No Go To 10
Repair
Information.
125
Symptom:
P0505-IDLE AIR CONTROL MOTOR CIRCUITS
P0505-IDLE AIR CONTROL MOTOR CIRCUITS

When Monitored: At power-up and battery voltage greater than 11.5 volts.
Set Condition: The PCM senses a short to ground or battery voltage on any of the four
Idle Air Control (IAC) driver circuits for 100 msec while the IAC motor is active.
POSSIBLE CAUSES
IAC #1 CONTROL CIRCUIT SHORTED TO #2, #3, OR #4
IAC #2 CONTROL CIRCUIT SHORTED TO #3 OR #4
IAC #3 CONTROL CIRCUIT SHORTED TO #4
IAC CONTROL CIRCUIT SHORTED TO VOLTAGE
IAC CONTROL CIRCUIT SHORTED TO GROUND
IAC MOTOR OPERATION
IAC MOTOR

Yes Go To 2
tic Procedure).

Disconnect the IAC Motor harness connector.
NOTE: The following steps are checking for a short between the IAC Control
circuits.
Measure the resistance between the IAC #1 Control circuit and #2, #3, #4 Control
circuits.
Is the resistance below 5.0 ohms on any of the Drivers?
Yes Repair the short between the appropriate IAC Control circuits.
No Go To 3
126
P0505-IDLE AIR CONTROL MOTOR CIRCUITS Continued

3 Measure the resistance between the IAC #2 Control circuit and #3, #4 Control All
circuits.
Is the resistance below 5.0 ohms on any of the circuits?
Yes Repair the short between the appropriate IAC Control circuits.
No Go To 4
4 Measure the resistance between the IAC #3 Control circuit and the #4 Control circuit. All
Yes Repair the short between the IAC Control circuits.

No Go To 5

Measure the voltage on each of the IAC Control circuits.
Is the voltage above 1.0 volt at any IAC Control circuit?
Yes Repair the short to voltage in the appropriate IAC Control circuit.
No Go To 6

Repeat each measurement for each IAC Control circuit.
Measure the resistance between ground and each IAC Control circuit.
Is the resistance below 100 ohms at any IAC Control circuit?
Yes Repair the short to ground in the appropriate IAC Control circuit.
No Go To 7
7 Connect the PCM harness connectors. All

Start and idle the engine.
Using a test light connected to ground, probe the IAC #1 Control circuit for 10
seconds.
Repeat the above test for the remaining IAC Motor Driver circuits.
Does the test light turn on and off while probing each IAC Motor Driver circuit?
Yes Replace the Idle Air Control Motor.

No Replace and program the Powertrain Control Module per Service

Information.
127
Symptom:
P0523-OIL PRESSURE VOLTAGE TOO HIGH
P0523-OIL PRESSURE VOLTAGE TOO HIGH

Set Condition: The oil pressure sensor signal at PCM goes above 4.9 volts.
POSSIBLE CAUSES
OIL PRESSURE SWITCH
(G60) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO VOLTAGE
(G60) OIL PRESSURE SIGNAL CIRCUIT OPEN
(G60) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND
GROUND CIRCUIT OPEN
PCM

Yes Go To 2

tic Procedure).

Disconnect the Oil Pressure Switch harness connector.
Connect a jumper wire to the (G60) Oil Pressure Signal circuit in the Sensor harness
connector.
With the DRBIIIt monitor the Oil Pressure Switch state.
Touch the other end of the jumper wire to a Ground several times.
Did the Oil Pressure Switch state change from High to Low?
Yes Replace the Oil Pressure Switch.
No Go To 3
128
P0523-OIL PRESSURE VOLTAGE TOO HIGH Continued

Measure the voltage on the (G60) Oil Pressure Signal circuit at the Switch harness
connector.
Yes Repair the short to voltage on the (G60) Oil Pressure Signal
circuit.
No Go To 4

Measure the resistance of the (G60) Oil Pressure Signal circuit from the Oil Pressure
Switch harness connector to the PCM harness connector.
Yes Go To 5
No Repair the open in the (G60) Oil Pressure Signal circuit.
5 Measure the resistance between (G60) Oil Pressure Signal circuit and ground at the All
Switch connector.
Yes Repair the short to ground in the (G60) Oil Pressure Signal
circuit.
No Go To 6
6 Measure the resistance between Ground and the Ground circuit at the Oil Pressure All
Switch connector.
Yes Go To 7
No Repair the open in the Ground circuit.
Repair
Information.
129
Symptom:
P0551-POWER STEERING SWITCH FAILURE
P0551-POWER STEERING SWITCH FAILURE

When Monitored: With the ignition key on and engine running.
Set Condition: With the vehicle above 40 mph for over 30 seconds, the power steering
pressure switch remains open.
POSSIBLE CAUSES
POWER STEERING PRESSURE SWITCH
(K10) P/S PRESSURE SWITCH SIGNAL CIRCUIT OPEN
(K10) P/S PRESSURE SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
(Z1) P/S PRESSURE SWITCH GROUND CIRCUIT OPEN
PCM

Yes Go To 2

tic Procedure).

Disconnect the Power Steering Pressure Switch harness connector.
Connect a jumper wire to the (K10) P/S Pressure Switch Signal circuit at harness
connector.
Using the DRBIIIt, monitor the Power Steering Pressure Switch.
Touch the jumper wire to the (Z1) Ground circuit at the Power Steering Pressure
Switch harness connector several times.
Did the Power Steering Pressure Switch status change from Hi to Low?
Yes Replace the Power Steering Pressure Switch.
No Go To 3
130
P0551-POWER STEERING SWITCH FAILURE Continued

Measure resistance of (K10) P/S Pressure Switch Signal circuit from PCM harness
connector to P/S Pressure Switch harness connector.
Yes Go To 4
No Repair the open in the (K10) P/S Pressure Switch Signal circuit.
4 Measure the resistance between ground and the (K10) P/S Pressure Switch Signal All
circuit at the Switch harness connector.
Yes Repair the short to ground in the (K10) P/S Pressure Switch
Signal circuit.
No Go To 5
5 With a 12-volt test light connect to 12-volts, probe the (Z1) P/S Pressure Switch All
ground circuit at the Switch harness connector.
Yes Go To 6
No Repair the open in the (Z1) P/S Pressure Switch ground circuit.
Repair
Information.
131
Symptom:
P0601-PCM INTERNAL CONTROLLER FAILURE
P0601-PCM INTERNAL CONTROLLER FAILURE

When Monitored: Ignition key on.
Set Condition: Internal checksum for software failed, does not match calculated value.
POSSIBLE CAUSES
PCM INTERNAL OR SPI

1 The Powertrain Control Module is reporting internal errors, view repair to continue. All
Repair
Information.
132
Symptom:
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY

When Monitored: With the ignition key on and the engine running.
Set Condition: When the PCM tries to regulate the generator field with no result during
monitoring.
POSSIBLE CAUSES
GENERATOR FIELD PERFORMANCE
(K125) GEN FIELD SOURCE CIRCUIT OPEN
(K20) GEN FIELD CONTROL CIRCUIT OPEN
(K20) GEN FIELD CONTROL CIRCUIT SHORTED TO GROUND
GENERATOR
PCM

Record all DTCs and the related Freeze Frame data.
Using a 12-volt test light connected to ground, backprobe the (K20) Gen Field Control
circuit at the back of the Generator.
With the DRBIIIt, actuate the Generator Field Driver.
Does the test light blink?

tic Procedure).
No Go To 2
2 Backprobe the (K125) Generator Field Source circuit at back of Generator with a volt All
meter.
With the DRBIIIt actuate the Generator Field Driver.
Yes Go To 3
No Repair the open in the (K125) Gen Field Source circuit.

133
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY Continued

Disconnect the Generator Field harness connector.
Measure the resistance of the (K20) Generator Field Control circuit from the
Generator Field harness connector to the PCM harness connector.
Yes Go To 4
No Repair the open in the (K20) Gen Field Control circuit.

4 Measure the resistance between ground and the (K20) Generator Field Control All
circuit in the PCM harness connector.
Yes Repair the short to ground in the (K20) Gen Field Control circuit.
No Go To 5
5 Measure resistance across the Generator Field Terminals at the Generator. All
Is the resistance between 0.5 of an ohm and 15 ohms?
Yes Go To 6
No Repair the Generator as necessary.
Repair
Information.
134
Symptom:
P0645-A/C CLUTCH RELAY CIRCUIT
P0645-A/C CLUTCH RELAY CIRCUIT

When Monitored: With the ignition key in the run position and battery voltage above 10.4
volts.
Set Condition: An open or shorted condition is detected in the A/C clutch relay control
circuit.
POSSIBLE CAUSES
A/C CLUTCH RELAY OPERATION
A/C CLUTCH RELAY
(C13) A/C CLUTCH RELAY CONTROL CIRCUIT OPEN
(C13) A/C CLUTCH RELAY CONTROL CIRCUIT SHORTED TO GROUND
PCM

1 Ignition on, engine not running All
With the DRBIIIt, actuate the A/C Clutch Relay.
Is the A/C Clutch Relay clicking?

tic Procedure).
No Go To 2

Remove the A/C Clutch Relay from the PDC.
Measure the resistance between Terminals 1(85) and 2 (86) of the A/C Clutch Relay.
Is the resistance between 50.0 and 90.0 ohms?
Yes Go To 3
No Replace the A/C Clutch Relay.
135
P0645-A/C CLUTCH RELAY CIRCUIT Continued

Using a 12-volt test light connected to ground, probe the (F12) Fused Ignition Switch
Output circuit in the A/C Clutch Relay connector.
Yes Go To 4
Switch Output circuit. Inspect and replace the fuse as necessary.

Measure the resistance of the (C13) A/C Clutch Relay Control circuit between the
PDC terminal and the PCM harness connector.
Yes Go To 5
No Repair the open in the (C13) A/C Clutch Relay Control circuit.
5 Measure the resistance between ground and the (C13) A/C Clutch Relay Control All
circuit at the PCM connector.
Yes Repair the short to ground in the (C13) A/C Clutch Relay Control
circuit.
No Go To 6
Repair
Information.
136
Symptom:
P0700-EATX CONTROLLER DTC PRESENT
P0700-EATX CONTROLLER DTC PRESENT

When Monitored: With the ignition key on.
Set Condition: This DTC is an indicator that a transmission DTC has previously been set.
POSSIBLE CAUSES
TCM DTC PRESENT SET IN PCM

1 This DTC is an indicator that a Trans DTC has previously been set. A code may not All
currently be present in the TCM if a Trans repair was made. If after reading
transmission DTCs there are no codes in the TCM, this code can be erased from the
PCM.
Trans DTC present?
Continue
A DTC was registered in the Transmission Control Module. With
the DRB, go to the TCM and read codes. Refer to the appropriate
symptom (DTC).
137
Symptom List:
P1195-1/1 O2 SENSOR SLOW DURING CATALYST MONITOR
The title for the tests will be P1195-1/1 O2 SENSOR SLOW
DURING CATALYST MONITOR.

When Monitored: With the engine running, coolant greater than 170F, open throttle,
steady to slightly increasing vehicle speed greater than 18 mph but less than 55 mph, with
a light load on the engine, for a period no less than 5 minutes.

When Monitored: With the engine running, coolant greater than 170F, open throttle,
steady to slightly increasing vehicle speed greater than 18 mph but less than 55 mph, with
a light load on the engine, for a period no less than 5 minutes.
POSSIBLE CAUSES
EXHAUST LEAK
RESISTANCE IN THE O2 SENSOR SIGNAL CIRCUIT
O2 SENSOR

Yes Go To 2

tic Procedure).
138
P1195-1/1 O2 SENSOR SLOW DURING CATALYST MONITOR Continued

Inspect the exhaust for leaks between the engine and the appropriate O2 Sensor.
Are there any exhaust leaks?
Yes Repair or replace the leaking exhaust parts as necessary.

No Go To 3

Backprobe the O2 Sensor Signal circuit at the O2 Sensor harness connector and PCM
harness connector.
NOTE: Make sure the voltmeter leads are connected for positive polarity,
meet the terminals in the connector, and that there is good terminal to wire
connection.
Start the engine.
Yes Go To 4
No Repair the excessive resistance on the O2 Sensor Signal circuit.

Backprobe the (K4) Sensor ground circuit at the O2 Sensor harness connector and
NOTE: Make sure the voltmeter leads are connected for positive polarity,
meet the terminals in the connector, and that there is good terminal to wire
connection.
Start the engine.
Yes Go To 5
No Repair the excessive resistance on the (K4) Sensor ground circuit.

Repair
Replace the O2 Sensor
139
Symptom:
P1281-ENGINE IS COLD TOO LONG
P1281-ENGINE IS COLD TOO LONG

When Monitored: The ignition key on, engine running.
Set Condition: The engine does not warm to 176 deg. F while driving for 20 minutes after
start.
POSSIBLE CAUSES
ENGINE COOLANT TEMP SENSOR
ENGINE COLD TOO LONG

1 Note: The best way to diagnose this DTC is to allow the vehicle to remain All
outside overnight in order to have a completely cold soaked engine.
Note: Extremely cold outside ambient temperatures may cause this DTC to
set.
Verify that the coolant level is at the correct level per service information.
Start the engine.
With the DRBIIIt in Sensors, read the ECT Sensor temperature value.
Use a DVOM that has thermal sensing probe to monitor the Coolant temperature at
the Thermostat housing.
The thermostat housing area should be approximately 192-195F (89-91C) when the
Thermostat begins to open.
Is the DRBIIIt reading cooler than the DVOM reading?
No Go To 2
2 Note: The best way to diagnose this DTC is to allow the vehicle to remain All
outside overnight in order to have a completely cold soaked engine.
Start the engine.
With the DRBIIIt, set the engine RPM to 1500 and allow the engine to warm up for
10-15 minutes.
With the DRBIIIt, monitor the ENG COOLANT TMP DEG value during the warm
up cycle. Make sure the transition of temperature change is smooth.
Did the engine temperature reach a minimum of 80 C (176 F)?
Yes Test Complete.
No Refer to the Service Information for cooling system performance

diagnosis. The most probable cause is a Thermostat problem.
Also, refer to any related TSBs.
140
Symptom:
P1282-FUEL PUMP/SYSTEM RELAY CONTROL CIRCUIT
P1282-FUEL PUMP/SYSTEM RELAY CONTROL CIRCUIT

Set Condition: An open or shorted condition is detected in the Fuel Pump Relay Control
circuit.
POSSIBLE CAUSES
FUEL PUMP RELAY OPERATION
FUEL PUMP RELAY
(A61) FUSED B+ CIRCUIT
(K31) FUEL PUMP RELAY CONTROL CIRCUIT OPEN
(K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO GROUND
PCM

With the DRBIIIt, actuate the Fuel Pump Relay.
Is the Fuel Pump Relay clicking?

tic Procedure).
No Go To 2

Remove the Fuel Pump Relay.
Measure the resistance between terminals 1 (85) and 2 (86) of the Fuel Pump Relay.
Is the resistance between 50 and 90 ohms?
Yes Go To 3
No Replace the Fuel Pump Relay.

141
P1282-FUEL PUMP/SYSTEM RELAY CONTROL CIRCUIT Continued

3 Using a 12-volt test light connected to ground probe the (A61) Fused B+ circuit in the All
PDC.
Yes Go To 4
No Repair the open or short to ground (A61) Fused B+ circuit. Inspect

the related fuse and repair as necessary.

With a 12-volt test light connect to ground, probe the (F15) Fused Ignition Switch
output circuit in the PDC.
Yes Go To 5

Switch Output circuit. Inspect the related fuse and repair as
necessary.

Measure the resistance of the (K31) Fuel Pump Relay control circuit between the
PDC and the PCM harness connector.
Yes Go To 6
No Repair the open in the (K31) Fuel Pump Relay Control circuit.
6 Measure the resistance between ground and the (K31) Fuel Pump Relay Control All
circuit at the PDC.
Yes Repair the short to ground in the (K31) Fuel Pump Relay control
circuit.
No Go To 7
Repair
Information.
142
Symptom:
P1294-TARGET IDLE NOT REACHED
P1294-TARGET IDLE NOT REACHED

When Monitored: With the engine idling and in drive, if automatic. There must not be a
MAP sensor trouble code or a throttle position sensor trouble code.
Set Condition: Engine idle is not within 200 rpm above or 100 rpm below target idle for
14 seconds. Three separate failures are required to set a bad trip. Two bad trips are
required to set the code.
POSSIBLE CAUSES
VACUUM LEAK
AIR INDUCTION SYSTEM
THROTTLE BODY AND THROTTLE LINKAGE
IAC DRIVER CIRCUIT OPEN
PCM

NOTE: All MAP Sensor, IAC, and/or TPS codes present must be diagnosed
first before proceeding.
Yes Go To 2

tic Procedure).
2 Inspect the Intake Manifold for vacuum leaks. All

Inspect the Power Brake Booster for any vacuum leaks.
Inspect the PCV system for proper operation or any vacuum leaks.
Yes Repair vacuum leak as necessary.

No Go To 3
143
P1294-TARGET IDLE NOT REACHED Continued

3 Inspect the Air Induction System for the following problems. All
Restrictions: Dirty Air Cleaner, Foreign material in the air intake tube, etc.
Leaks: Air Intake tube connection, Air Cleaner housing, etc.
Yes Repair or replace as necessary.

No Go To 4
4 Inspect the throttle body plate for carbon build up or other restrictions. All
Inspect the throttle linkage for binding and smooth operation.
Ensure the throttle plate is resting on the stop at idle.
Remove IAC, inspect the pintle and its seating surface inside the throttle body.
Yes Repair the reason for the carbon build up and replace the Throttle
Body as needed.
No Go To 5

Disconnect IAC Motor harness connector.
Measure the resistance of each of the IAC Driver circuits from the IAC Motor harness
Yes Go To 6
No Repair the open in the appropriate IAC Driver circuit.

Repair
Information.
144
Symptom:
P1296-NO 5-VOLTS TO MAP SENSOR
P1296-NO 5-VOLTS TO MAP SENSOR

When Monitored: During power-down and battery voltage greater than 10.4 volts.
Set Condition: The MAP sensor signal voltage goes below 2.35 volts with the key off for
5 seconds.
POSSIBLE CAUSES
MAP SENSOR VOLTS BELOW 2.3 VOLTS
SHORTED SENSOR
MAP SENSOR
PCM

1 NOTE: If the P0107 - MAP Sensor Voltage Too Low is also set, diagnose it All
first before continuing with P1296 - No 5-volts To MAP Sensor.
With the DRBIIIt in Sensors, read the MAP Sensor voltage.
Is the voltage below 2.35 volts?
Yes Go To 2

tic Procedure).

Measure the voltage on the (K7) 5-volt Supply circuit at the MAP Sensor harness
connector.
Yes Go To 3
No Go To 4
145
P1296-NO 5-VOLTS TO MAP SENSOR Continued

3 With the DRBIIIt in Sensors, read the MAP Sensor voltage with the Sensor harness All
connector disconnected.

No Go To 7
4 Measure the voltage on the (K7) 5-volt Supply circuit in the MAP Sensor harness All
connector while disconnecting the remaining Sensors that share the (K7) 5-volt
Supply circuit.
Does the voltage return to approximately 5.0 volts with any Sensor disconnected?
Yes Replace the Sensor that pulled the (K7) 5-volt Supply circuit low.
No Go To 5

Disconnect the PCM harness connector.
Yes Go To 6
6 Measure the resistance between ground and the (K7) 5-volt Supply circuit in the All
No Go To 7
Repair
Information.
146
Symptom:
P1297-NO CHANGE IN MAP FROM START TO RUN
P1297-NO CHANGE IN MAP FROM START TO RUN

When Monitored: With engine RPM +/- 64 of target idle and the throttle blade at closed
throttle.
Set Condition: Too small of a difference is seen between barometric pressure with ignition
on (engine running) and manifold vacuum for 8.80 seconds.
POSSIBLE CAUSES
MAP SENSOR VACUUM PORT
MAP SENSOR VOLTAGE BELOW 3.19 VOLTS
MAP SENSOR
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND CIRCUIT
PCM

1 NOTE: If a MAP high or Low DTC set along with P1297, diagnose the High All
or Low DTC first before continuing.
Yes Go To 2

tic Procedure).

Remove the MAP Sensor.
Inspect the vacuum port, check for restrictions or any foreign materials.
Were any restriction found?
No Go To 3
NOTE: Reinstall the MAP Sensor before continuing.
147
P1297-NO CHANGE IN MAP FROM START TO RUN Continued

NOTE: If a MAP High or Low DTC was set along with P1297, diagnose the
High or Low DTC first.
Is the voltage below 3.19 volts?
Yes Go To 4

tic Procedure).

Measure the voltage on the (K7) 5-volt Supply circuit at the MAP Sensor harness
connector.
Yes Go To 5
No Go To 8
5 With the DRBIIIt, monitor the MAP Sensor voltage with the Sensor harness All
connector disconnected.
No Go To 6

Measure the resistance between ground and the (K1) MAP Sensor Signal circuit at
Yes Repair the short to ground in the (K1) MAP Sensor Signal circuit.
No Go To 7
Sensor ground circuit at the MAP Sensor harness connector.
MAP Sensor Signal circuit.
No Go To 10

Yes Go To 9

148
P1297-NO CHANGE IN MAP FROM START TO RUN Continued

9 Measure the resistance between ground and the (K7) 5-volt Supply circuit in the All
No Go To 10
Repair
Information.
149
Symptom:
P1388-AUTO SHUTDOWN RELAY CONTROL CIRCUIT
P1388-AUTO SHUTDOWN RELAY CONTROL CIRCUIT

When Monitored: With ignition key on and battery voltage above 10.4 volts.
Set Condition: An open or shorted condition is detected in the ASD Relay control circuit.
POSSIBLE CAUSES
ASD RELAY
(K51) ASD RELAY CONTROL CIRCUIT OPEN
(K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND
PCM

Yes Go To 2
tic Procedure).

Remove the ASD Relay.
Measure the resistance between terminals 85 and 86 of the ASD Relay.
Is the resistance between 50 and 80 ohms?
Yes Go To 3
No Replace the ASD Relay.

Output circuit at the ASD Relay connector in the PDC.
Yes Go To 4

Output. Inspect the related fuse and repair as necessary.
150
P1388-AUTO SHUTDOWN RELAY CONTROL CIRCUIT Continued

Measure the resistance of the (K51) ASD Relay Control circuit from the ASD Relay
cavity in the PDC to the PCM harness connector.
Yes Go To 5
No Repair the open in the (K51) ASD Relay Control circuit.

5 Measure the resistance between ground and the (K51) ASD Relay Control circuit at All
the PDC.
Yes Repair the short to ground in the (K51) ASD Relay Control circuit.
No Go To 6
Repair
Information.
151
Symptom:
P1389-NO ASD RELAY OUTPUT VOLTAGE AT PCM
P1389-NO ASD RELAY OUTPUT VOLTAGE AT PCM

When Monitored: With ignition key on, battery voltage above 10.4 volts, and engine RPM
greater than 400.
Set Condition: No voltage sensed at the PCM when the ASD Relay is energized.
POSSIBLE CAUSES
(A142) ASD RELAY OUTPUT CIRCUIT OPEN
(A14) FUSED B+ CIRCUIT OPEN
(A142) ASD OUTPUT CIRCUIT OPEN
PCM

Yes Go To 2
tic Procedure).
2 Attempt to start the engine. All

Did the engine start?
Yes Go To 3
No Go To 4

Remove the ASD Relay from the PDC.
Measure the resistance of the (A142) ASD Relay Output circuit from the ASD Relay
Yes Go To 6
No Repair the open in the (A142) ASD Relay Output circuit.
152
P1389-NO ASD RELAY OUTPUT VOLTAGE AT PCM Continued

Measure the resistance of the (A142) ASD Relay Output circuit from the ASD Relay
Yes Go To 5
No Repair the open in the (A142) ASD Relay Output circuit.


Using a 12-volt test light, probe the (A14) Fused B+ circuit at the ASD Relay
connector.
Yes Go To 6
No Repair the open or short to ground in the (A14) Fused B+ circuit.
Inspect and replace fuses as necessary.
Repair
Information.
153
Symptom:
P1391-INTERMITTENT LOSS OF CMP OR CKP
P1391-INTERMITTENT LOSS OF CMP OR CKP

When Monitored: Engine running or cranking.
Set Condition: When the failure counter reaches 20 for 2 consecutive trips.
POSSIBLE CAUSES
CHECKING INTERMITTENT CMP SIGNAL WITH A LAB SCOPE
CMP WIRE HARNESS INSPECTION
TONE WHEEL/PULSE RING INSPECTION
CKP WIRE HARNESS INSPECTION
TONE WHEEL/PULSE RING INSPECTION
CHECKING INTERMITTENT CKP SIGNAL WITH A LAB SCOPE
CAMSHAFT POSITION SENSOR

Start the engine and run until operating temp is reached. (Closed Loop)
If the DTC does not set right away it may be necessary to test drive the vehicle.
Does the DTC reset?
Yes Go To 2

tic Procedure).

With the DRBIIIt lab scope probe and the Miller special tool #6801, backprobe the
(K44) CMP Signal circuit in the CMP harness connector.
Start the engine.
Are there any irregular or missing signals?
Yes Go To 3
No Go To 6
154
P1391-INTERMITTENT LOSS OF CMP OR CKP Continued

Visually inspect the related wire harness. Look for any chafed, pierced, pinched, or
partially broken wires.
Visually inspect the related wire harness connectors. Look for broken, bent, pushed
out, or corroded terminals.
Ensure the Crankshaft Position Sensor and the Camshaft Position Sensor are
properly installed and the mounting bolt(s) tight.
Refer to any TSBs that may apply.
No Go To 4

Remove the Camshaft Position Sensor.
Inspect the Tone Wheel/Pulse Ring for damage, foreign material, or excessive
movement.
Yes Repair or replace the Tone Wheel/Pulse Ring as necessary.
No Go To 5

Repair
Replace the Camshaft Position Sensor.

backprobe the (K44) CMP Signal circuit in the PCM harness connector and in the
CMP harness connector.
Start the engine.
Wiggle the related wire harness and gently tap on the Cam Position Sensor.
Look for any differences between the Channel 1 and Channel 2 patterns, generated
by the CMP Sensor.
Does the DRBIIIt screen display any missing or irregular patterns?
Yes Replace the Camshaft Position Sensor or repair the wiring/

connection concern.
No Go To 7
155

With the DRBIIIt lab scope probe and the Miller special tool #6801, backprobe the
(K24) CKP Signal circuit in the CKP harness connector.
Start the engine.
Are there any irregular or missing signals?
Yes Go To 8
No Go To 11

Visually inspect the related wire harness. Look for any chafed, pierced, pinched, or
partially broken wires.
Visually inspect the related wire harness connectors. Look for broken, bent, pushed
out, or corroded terminals.
Ensure the Crankshaft Position Sensor and the Camshaft Position Sensor are
properly installed and the mounting bolt(s) tight.
Refer to any TSBs that may apply.
No Go To 9

Remove the Crankshaft Position Sensor.
Inspect the Tone Wheel/Flex Plate slots for damage, foreign material, or excessive
movement.
Yes Repair or replace the Tone Wheel/Flex Plate as necessary.
No Go To 10
Repair
156

11 NOTE: The conditions that set this DTC are not present at this time. The All
following test may help in identifying the intermittent condition.
backprobe the (K24) CKP Signal circuit in the PCM harness connector and CKP
harness connector. Both of the graphs should be identical.
Start the engine.
Monitor the DRBIIIt lab scope screen, both patterns should be the same.
Wiggle the related wire harness and gently tap on the Crank Position Sensor.
Look for any differences between Channel 1 and Channel 2 patterns generated by the
CKP Sensor.
Were any erratic or missing signals noticed?
Yes Replace the Crankshaft Position Sensor or repair the wiring/

connection concern.
No Test Complete.
157
Symptom:
P1398-MIS-FIRE ADAPTIVE NUMERATOR AT LIMIT
P1398-MIS-FIRE ADAPTIVE NUMERATOR AT LIMIT

When Monitored: Under closed throttle decel and Fuel Pulse Width equal to zero for 30
seconds.
Set Condition: One of the CKP sensor target windows has more than 2.86% variance from
the reference window.
POSSIBLE CAUSES
ADAPTIVE NUMERATOR RELEARN
CMP SENSOR CONNECTOR/WIRING
CKP SENSOR CONNECTOR/WIRING
DAMAGED TONE WHEEL/FLEX PLATE (CRANKSHAFT)
PCM

1 Note: Check for any TSBs that may apply to this symptom. All
Read and record the Freeze Frame Data. Use this information to help you duplicate
the conditions that set the DTC. Pay particular attention to the DTC set conditions,
such as, VSS, MAP, ECT, and Load.
With the DRBIIIt in the miscellaneous menu, choose 9Clear PCM (battery discon-
nect)9 to reset the PCM.
With the DRBIIIt, choose the 9Misfire Pretest screen.
Road test the vehicle and re-learn the adaptive numerator.
The adaptive numerator is learned when the 9Adaptive Numerator Done Learning9
line on the Mis-fire Pre-test screen changes to 9Yes9.
Did the adaptive numerator re-learn?

tic Procedure).
No Go To 2
158
P1398-MIS-FIRE ADAPTIVE NUMERATOR AT LIMIT Continued

2 Visually inspect the related wire harness connectors. Look for broken, bent, All
pushed out, or corroded terminals.
NOTE: Visually inspect the related wire harness. Look for any chafed,
NOTE: Verify the Camshaft Position Sensor is properly installed.
Note: Refer to any technical service bulletins that may apply.
No Go To 3
3 Note: Visually inspect the Crankshaft Position Sensor and related wire All
harness connectors. Look for broken, bent, pushed out, or corroded termi-
nals.
NOTE: Verify the Crank Position Sensor is properly installed.
No Go To 4
4 Disconnect and remove the Crankshaft Position Sensor. All

Inspect the tone wheel/flexplate slots for damage, foreign material, or excessive
movement.
Is the tone wheel/flexplate free from defects?
Yes Go To 5
No Repair/replace tone wheel/flex plate as necessary.
5 With the DRBIIIt lab scope probe and the Miller special tool #6801, back probe the All
(K24) CKP Signal circuit in the PCM harness connector.
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING..
Start the engine and observe the lab scope screen for any erratic CKP Sensor pulses.
Were any erratic Crank Position signals detected?
Yes.
No.
Go To 6
Repair
Information.
159
Symptom:
P1486-EVAP LEAK MONITOR PINCHED HOSE FOUND
P1486-EVAP LEAK MONITOR PINCHED HOSE FOUND

between 40 deg. F and 90 deg. F and coolant temperature within 10 deg. F of battery/
ambient.
Set Condition: LDP test must pass first. If the PCM suspects a pinched hose it will not set
a fault until it runs the evap purge flow monitor. If the purge monitor does not pass then
the pinched hose fault will be set.
POSSIBLE CAUSES
EVAP CANISTER OBSTRUCTED
OBSTRUCTION IN HOSE/TUBE BETWEEN EVAP CANISTER AND PURGE SOLENOID
LDP PRESSURE HOSE OBSTRUCTED
LEAK DETECTION PUMP

Yes Go To 2
tic Procedure).
2 Pressurize the EVAP System. On Miller Tool #8404, set the Pressure/Hold switch to All
Open and set the Vent switch to Closed. Turn the pump timer On and watch the
gauge.
The flow meter gauge on the EELD reads 0 LPM the EVAP system completely
pressurized.
Disconnect the LDP Pressure hose at the EVAP Canister. The LDP Pressure hose is
the hose that connects the Evap Canister to the Leak Detection Pump.
Did the pressure drop when the hose was disconnected?
Yes Go To 3
No Replace the EVAP Canister.
160
P1486-EVAP LEAK MONITOR PINCHED HOSE FOUND Continued

3 Note: All previously disconnected hose(s) reconnected. All
Re-pressurize the EVAP System. On Miller Tool #8404A, set the Pressure/Hold
switch to Open and set the Vent switch to Closed. Turn the pump timer On and watch
the gauge.
The flow meter gauge on the EELD reads 0 LPM the EVAP system completely
pressurized.
Disconnect the EVAP hoses at the Purge Solenoid.
Did the pressure drop when the hose was disconnected?
Yes Go To 4
No Repair or replace hose/tube as necessary.

4 Disconnect and remove the LDP pressure hose. The LDP pressure hose is the hose All
that connects the EVAP Canister to the Leak Detection Pump.
Inspect the LDP pressure hose for any obstructions or physical damage.
Is the LDP pressure hose free from defects?
Yes Replace the Leak Detection Pump.

No Repair/replace hose as necessary.
161
Symptom:
P1489-HIGH SPEED FAN RELAY CONTROL CIRCUIT
P1489-HIGH SPEED FAN RELAY CONTROL CIRCUIT

When Monitored: With the ignition on. Battery voltage greater than 10 volts.
Set Condition: An open or shorted circuit is detected in the high speed radiator fan relay
control circuit. One Trip Fault.
POSSIBLE CAUSES
HIGH SPEED RADIATOR FAN RELAY OPERATION
HIGH SPEED RADIATOR FAN RELAY
(C27) HIGH SPEED RAD FAN RELAY CONTROL CIRCUIT OPEN
(C27) HIGH SPEED RAD FAN RELAY CONTROL CIRCUIT SHORT TO GROUND
PCM

With the DRBIIIt, actuate the High Speed Radiator Fan Relay.
Is the High Speed Radiator Fan Relay operating?
tic Procedure).
No Go To 2

Remove the High Speed Radiator Fan Relay from the PDC.
Measure the resistance of the High Speed Radiator Fan Relay between the Fused
Ignition Switch Output terminal and the High Speed Rad Fan Relay Control
terminal.
Is the resistance between 60 to 85 ohms?
Yes Go To 3
No Replace the High Speed Radiator Fan Relay.

162
P1489-HIGH SPEED FAN RELAY CONTROL CIRCUIT Continued

Output circuit at the Relay connector in the PDC.
Yes Go To 4
PDC.
Yes Go To 5
No Repair the open or short to ground (A16) Fused B+ circuit. Inspect
the related fuse and repair as necessary.

Measure the resistance of the (C27) High Speed Rad Fan Relay Control circuit from
the PDC to the PCM harness connector.
Yes Go To 6
No Repair the open in the (C27) High Speed Rad Fan Relay Control
circuit.
6 Measure the resistance between ground and the (C27) High Speed Rad Fan Relay All
Control circuit in the PDC.
Yes Repair the short to ground in the (C27) High Speed Rad Fan
Relay Control circuit.
No Go To 7
Repair
Information.
163
Symptom:
P1490-LOW SPEED FAN RELAY CONTROL CIRCUIT
P1490-LOW SPEED FAN RELAY CONTROL CIRCUIT

When Monitored: With the ignition on. Battery voltage greater than 10 volts.
Set Condition: An open or shorted circuit is detected in the low speed radiator fan relay
control circuit. One trip Fault.
POSSIBLE CAUSES
LOW SPEED RADIATOR FAN RELAY OPERATION
LOW SPEED RADIATOR FAN RELAY
(C23) LOW SPEED RAD FAN RELAY CONTROL CIRCUIT OPEN
(C23) LOW SPEED RAD FAN RELAY CONTROL CIRCUIT SHORT TO GROUND
PCM

With the DRBIIIt, actuate the Low Speed Radiator Fan Relay.
Is the Low Speed Radiator Fan Relay operating?
tic Procedure).
No Go To 2

Remove the Low Speed Radiator Fan Relay from the PDC.
Measure the resistance of the Low Speed Radiator Fan Relay between the Fused
Ignition Switch Output terminal and the Low Speed Rad Fan Relay Control
terminal.
Is the resistance between 60 to 85 ohms?
Yes Go To 3
No Replace the Low Speed Radiator Fan Relay.

164
P1490-LOW SPEED FAN RELAY CONTROL CIRCUIT Continued

Output circuit at the Relay connector in the PDC.
Yes Go To 4
PDC.
Yes Go To 5
Inspect the related fuse and repair as necessary.

Measure the resistance of the (C23) Low Speed Rad Fan Relay Control circuit from
the PDC to the PCM harness connector.
Yes Go To 6
No Repair the open in the (C23) Low Speed Rad Fan Relay Control
circuit.
6 Measure the resistance between ground and the (C23) Low Speed Rad Fan Control All
circuit at the PDC.
Yes Repair the short to ground in the (C23) Low Speed Rad Fan Relay
Control circuit.
No Go To 7
Repair
Information.
165
Symptom:
P1491-COOLING FAN RELAY CONTROL CIRCUIT
POSSIBLE CAUSES
COOLING FAN RELAY OPERATION
FUSED B+ OUTPUT CIRCUIT
GROUND CIRCUIT
(K173) COOLING FAN RELAY CONTROL CIRCUIT OPEN
(K173) COOLING FAN RELAY CONTROL CIRCUIT SHORTED TO GROUND
PCM

With the DRBIIIt, actuate the Cooling Fan Relay.
Is the Cooling Fan operating?
Yes Refer to the INTERITTENT CONDITION Symptom (Diagnostic

Procedure).
No Go To 2

Remove the Cooling Fan Relay.
Using a 12-volt test light connected to ground, probe the Fused B+ circuit of the
Cooling Fan Relay connector.
Yes Go To 3
No Repair the open or short to ground in the Fused B+ circuit. Check
and replace any open fuses.
3 Using a 12-volt test light connected to 12-volts, probe the Ground circuit in the All
Cooling Fan Relay harness connector.
Yes Go To 4
No Repair the open in the Ground circuit.


Measure the resistance of the (K173) Cooling Fan Relay Control circuit between the
Cooling Fan Relay connector and the PCM harness connector.
Yes Repair the open in the (K173) Cooling Fan Relay Control circuit.
No Go To 5
166
P1491-COOLING FAN RELAY CONTROL CIRCUIT Continued

5 Measure the resistance between ground and the (K173) Cooling Fan Relay Control All
circuit at Relay connector.
Yes Go To 6
No Repair the short to ground in the (K173) Cooling Fan Relay

control circuit.
Repair
Information.
167
Symptom:
P1492-BATTERY TEMPERATURE SENSOR VOLTAGE TOO HIGH

Set Condition: The PCM senses the voltage from the Battery Temperature Sensor above
4.9 volts for 3 seconds.
POSSIBLE CAUSES
BATTERY TEMP SENSOR VOLTS ABOVE 4.8 VOLTS
(K118) BATT TEMP SIGNAL CIRCUIT OPEN
(K118) BATT TEMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
PCM

With the DRBIIIt, monitor the Battery Temperature Sensor voltage.
Yes Go To 2

tic Procedure).

Disconnect the Battery Temp Sensor connector.
With the DRBIIIt in sensors, read the Battery Temperature voltage value.
Connect a jumper wire between the (K118) Batt Temp Signal circuit and the (K4)
Sensor ground circuit at the Battery Temp Sensor connector.
Did the Battery Temp Sensor voltage change from greater than 4.5 volts to less than
1.0 volt?
No Go To 3
168

Continued
Measure the voltage on the (K118) Battery Temp Signal circuit at the Sensor harness
connector.
Yes Repair the short to voltage in the (K118) Batt Temp Signal circuit.
No Go To 4

Measure the resistance of the (K118) Battery Temp Signal circuit from the Battery
Temp Sensor harness connector to the PCM harness connector.
Yes Go To 5
No Repair the open in the (K118) Batt Temp Signal circuit.
5 Measure the resistance in the (K4) Sensor ground circuit from the PCM harness All
connector to the Sensor connector.
Yes Go To 6
Repair
Information.
169
Symptom:
P1493-BATTERY TEMPERATURE SENSOR VOLTAGE TOO LOW

When Monitored: With the ignition on.
Set Condition: The PCM senses the voltage from the Battery Temperature Sensor to be
below 0.5 volt for 3 seconds.
POSSIBLE CAUSES
BATTERY TEMP SENSOR VOLTS BELOW 0.5 OF A VOLT
(K118) BATT TEMP SIGNAL CIRCUIT SHORTED TO GROUND
(K118) BATT TEMP SIGNAL CIRCUIT SHORTED TO THE (K4) SENSOR GROUND CIRCUIT
PCM

With DRBIIIt, monitor the Ambient/Battery Temperature Sensor voltage.
Yes Go To 2
tic Procedure).

With the DRBIIIt in Sensors, read the Battery Temperature voltage value.
Disconnect the Battery Temperature Sensor harness connector.
Did the Battery Temperature Sensor voltage change from below 1.0 volt to above 4.5
volts?

No Go To 3

Measure the resistance between ground and the (K118) Batt Temp Signal circuit in
the Battery Temp Sensor harness connector.
Yes Repair the short to ground in the (K118) Batt Temp Signal circuit.
No Go To 4
170

Continued
4 Measure the resistance between the (K118) Batt Temp Signal circuit and the (K4) All
Sensor ground circuit at the Battery Temp Sensor harness connector.
Batt Temp Signal circuit.
No Go To 5
Repair
Information.
171
Symptom:
P1494-LEAK DETECTION PUMP SW OR MECHANICAL FAULT

between 40 deg. F and 90 deg. F and coolant temperature within 10 deg. F of battery/
ambient.
Set Condition: The state of the switch does not change when the solenoid is energized.
POSSIBLE CAUSES
LDP VACUUM SUPPLY
LEAK DETECTION PUMP
(K107) LDP SWITCH SIGNAL CIRCUIT OPEN
(K107) LDP SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
PCM

Yes Go To 2
tic Procedure).

Disconnect the vacuum supply hose at the Leak Detection Pump.
Connect a vacuum gauge to the disconnected vacuum supply hose at the Leak
Detection Pump.
Start the engine and read the vacuum gauge.
Does the vacuum gauge read at least 139 Hg?
Yes Go To 3
No Repair leak or obstruction in vacuum hose as necessary.
172

Continued
Connect the vacuum supply hose at the LDP.
Disconnect the Leak Detection Pump electrical harness connector.
Start the engine.
With the DRBIIIt in Inputs/Outputs, read the Leak Detect Pump Switch state.
Connect a jumper wire between 12-volts and the (K107) LDP Switch Signal circuit.
Did the Leak Detect Pump Sw state change when the jumper was connected?
Yes Replace the Leak Detection Pump.
No Go To 4

Measure the resistance of the (K107) LDP Switch Signal circuit from the PCM
harness connector to LDP harness connector.
Yes Go To 5
No Repair the open in the (K107) Leak Detection Pump Switch

Signal circuit.
5 Measure the resistance between ground and the (K107) LDP Switch Signal circuit at All
the LDP harness connector.
Yes Repair the short to ground in the (K107) LDP Switch Signal
circuit.
No Go To 6
Repair
Information.
173
Symptom:
P1495-LEAK DETECTION PUMP SOLENOID CIRCUIT
P1495-LEAK DETECTION PUMP SOLENOID CIRCUIT

When Monitored: Continuously when the ignition is on and battery voltage is greater
than 10.4 volts.
Set Condition: The state of the solenoid circuit does not match the PCMs desired state.
POSSIBLE CAUSES
(K125) GENERATOR SOURCE CIRCUIT OPEN
(K106) LDP SOLENOID CONTROL CIRCUIT OPEN
(K106) LDP SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
LEAK DETECTION PUMP
PCM

Yes Go To 2

tic Procedure).

Disconnect the Leak Detection Pump electrical harness connector.
Start the engine.
With the DRBIIIt, actuate the LDP Solenoid.
Using a 12-volt test light connected to ground, check the (K125) Generator Source
circuit at the LDP connector.
Yes Go To 3
No Repair the open in the (K125) Generator Source circuit.

174
P1495-LEAK DETECTION PUMP SOLENOID CIRCUIT Continued

Connect a 12-volt test light to a good 12-volt source.
With the DRBIIIt, actuate the LDP Solenoid.
Probe the (K106) LDP Solenoid Control circuit with the test light while the Pump is
actuating.
Does the test light blink?
Yes Go To 4
No Go To 5

Repair
Replace the Leak Detection Pump.

Measure the resistance of the (K106) LDP Solenoid Control circuit from the PCM
harness connector to the LDP harness connector.
Yes Go To 6
No Repair the open in the (K106) Leak Detection Pump Solenoid
Control circuit.
6 Measure the resistance between ground and the (K106) LDP Solenoid Control circuit All
at the Solenoid harness connector.
Yes Repair the short to ground in the (K106) LDP Solenoid Control
circuit.
No Go To 7
Repair
Information.
175
Symptom:
P1594-CHARGING SYSTEM VOLTAGE TOO HIGH
P1594-CHARGING SYSTEM VOLTAGE TOO HIGH

When Monitored: With the ignition key on and the engine speed greater than 0 RPM.
Set Condition: When the PCM regulates the generator field and there are no detected
field problems, but the voltage output does not decrease.
POSSIBLE CAUSES
CHARGING SYSTEM OPERATION
(K20) GENERATOR FIELD DRIVER CIRCUIT SHORTED TO GROUND
GENERATOR FIELD COIL SHORTED TO GROUND
PCM

1 NOTE: Battery must be fully charged and be capable of passing a load test. All
Note: Generator Belt tension and condition must be checked before con-
tinuing.
With the DRBIIIt, read DTCs and the related Freeze Frame data then clear the
DTCs.
Start the engine.
With the DRBIIIt, read DTCs.
Does the Generator light illuminate and is a DTC set?
Yes Go To 2

tic Procedure).

Disconnect the Generator Field Harness connector.
Carefully inspect the related connectors for corrosion or spread terminals before
continuing.
Measure the resistance between Ground and the (K20) Gen Field Control circuit at
the Generator connector.
Yes Repair the short to ground in the (K20) Generator Field Driver
circuit.
No Go To 3
176
P1594-CHARGING SYSTEM VOLTAGE TOO HIGH Continued

3 Measure the resistance between ground and the Generator Field terminals on the All
Generator.
Yes Replace or repair the Generator.

No Go To 4
4 Connect the PCM harness connectors and the Generator harness connector. All
With the DRBIIIt in Inputs/Outputs, read the Batt Temp Sensor value.
Using a thermometer to measure under hood temperature near Battery tray.
Is the thermometer temperature within 10 deg of DRBIIIt Battery temperature?
Yes Go To 5
No Replace the Battery Temperature Sensor.

Repair
Information.
177
Symptom List:
P1595-SPEED CONTROL SOLENOID CIRCUITS
P1683-SPD CTRL PWR RELAY; OR S/C 12V DRIVER CKT
The title for the tests will be P1595-SPEED CONTROL SOLE-
NOID CIRCUITS.
P1595-SPEED CONTROL SOLENOID CIRCUITS

When Monitored: With the ignition key on, the speed control switched on, the SET switch
pressed and the vehicle in drive gear moving above 35 MPH.
Set Condition: The powertrain control module actuates the vacuum and vent solenoids
but they do not respond.
P1683-SPD CTRL PWR RELAY; OR S/C 12V DRIVER CKT

When Monitored: With the ignition key on and the speed control switched on.
Set Condition: The speed control power supply circuit is either open or shorted to ground.
POSSIBLE CAUSES
(Z1) GROUND CIRCUIT OPEN
(V30) S/C BRAKE SWITCH OUTPUT CIRCUIT
(V30) S/C BRAKE SWITCH OUTPUT CIRCUIT OPEN
BRAKE LAMP SWITCH
(V32) S/C POWER SUPPLY CIRCUIT OPEN
S/C VACUUM SOLENOID
(V36) S/C VACUUM SOL CONTROL CIRCUIT OPEN
(V36) S/C VACUUM SOL CONTROL CIRCUIT SHORTED TO GROUND
S/C VENT SOLENOID
(V35) S/C VENT SOL CONTROL CIRCUIT OPEN
(V35) S/C VENT SOL CONTROL CIRCUIT SHORTED TO GROUND
PCM
178
P1595-SPEED CONTROL SOLENOID CIRCUITS Continued

NOTE: In the below step you will need to actuate both S/C solenoids
separately. Note the operation of the each solenoid when actuated.
With the DRBIIIt, actuate the Speed Control Vacuum Solenoid and note operation.
With the DRBIIIt, actuate the Speed Control Vent Solenoid and note operation.
Choose the conclusion that best matches the solenoids operation.
Vacuum Solenoid not operating
Go To 2
Vent Solenoid not operating

Go To 5
Both S/C Solenoids not operating
Go To 8
Both S/C Solenoids operating

Go To 13

Disconnect the Speed Control Servo harness connector.
With the DRBIIIt, actuate the Speed Control Vacuum Solenoid.
Using a 12-volt test light connected to 12-volts, probe the (V36) S/C Vacuum Sol
Control circuit at the S/C Servo harness connector.
Does the test light illuminate brightly and flash?
Yes Replace the Speed Control Servo.
No Go To 3

Measure the resistance of the (V36) S/C Vacuum Sol Control circuit between the PCM
harness connector and Speed Control Servo harness connector.
Yes Go To 4
No Repair the open in the (V36) S/C Vacuum Sol Control circuit.
4 Measure the resistance between ground and the (V36) S/C Vacuum Sol Control All
circuit at the PCM harness connector.
Yes Repair the short to ground in the (V36) S/C Vacuum Sol Control
circuit.
No Go To 12
179

Disconnect the Speed Control Servo harness connector.
With the DRBIIIt, actuate the S/C Vent Solenoid.
Using a 12-volt test light connected to 12-volts, probe the (V35) S/C Vent Sol Control
circuit in the Speed Control Servo harness connector.
Does the test light illuminate brightly and flash?
No Go To 6

Measure the resistance of the (V35) S/C Vent Sol Control circuit between the PCM
harness connector and S/C Servo harness connector.
Yes Go To 7
No Repair the open in the (V35) S/C Vent Solenoid Control circuit.
7 Measure the resistance between ground and the (V35) S/C Vent Sol Control circuit at All
the PCM harness connector.
Yes Repair the short to ground in the (V35) S/C Vent Sol Control
circuit.
No Go To 12

Disconnect the S/C Servo harness connector.
Turn the Cruise Control on.
Using a 12-volt test light connected to ground, probe the (V30) S/C Brake Switch
Output circuit in the S/C Servo harness connector.

No Go To 9

Measure the resistance of the (V30) S/C Brake Switch Output circuit from the S/C
Servo harness connector to the Brake Lamp Switch harness connector.
Yes Go To 10
No Repair the open in the (V30) S/C Brake Switch Output circuit.
180

10 Disconnect the Brake Lamp Switch harness connector. All
Turn the Cruise Control on, it may be necessary to hold the On button down while
checking the following circuit.
Using a 12-volt test light connected to ground, probe the (V32) S/C Power Supply
circuit in the Brake Lamp Switch harness connector.
Yes Replace the Brake Lamp Switch.
No Go To 11

Measure the resistance of the (V32) S/C Power Supply circuit between the PCM
harness connector and the Brake Lamp Switch harness connector.
Yes Go To 12
No Repair the open in the (V32) S/C Supply circuit.
If the there are no possible causes remaining, view repair.
Repair
Information.

Disconnect the S/C Servo harness connector.
Using a 12-volt test light connected to 12-volts, probe the (Z1) Ground circuit in the
S/C Servo harness connector.
tic Procedure).
No Repair the open in the (Z1) Ground circuit.

181
Symptom:
P1596-SPEED CONTROL SWITCH ALWAYS HIGH
P1596-SPEED CONTROL SWITCH ALWAYS HIGH

Set Condition: An open circuit is detected in the speed control on/off switch circuit. The
circuit must be above 4.8 volts for more than 2 minutes to set the DTC.
POSSIBLE CAUSES
SPEED CONTROL ON/OFF SWITCH OPERATION
S/C ON/OFF SWITCH
CLOCKSPRING
(V37) S/C SWITCH SIGNAL CIRCUIT SHORTED TO VOLTAGE
(V37) S/C SWITCH SIGNAL CIRCUIT OPEN BETWEEN PCM AND CLOCK SPRING
(K4) SENSOR GROUND CIRCUIT OPEN BETWEEN PCM AND CLOCKSPRING
(V37) S/C SWITCH SIGNAL CIRCUIT OPEN BETWEEN CLOCKSPRING AND S/C SWITCH
(K4) SENSOR GROUND CIRCUIT OPEN BETWEEN CLOCKSPRING AND S/C SWITCH
PCM

1 Engine Running. All
With the DRBIIIt in Sensors, read the Speed Control inputs state.
While monitoring the DRBIIIt, push the Speed Control On/Off Switch several times,
then leave it on.
Did the DRBIIIt show Speed Control Switching off and on?

tic Procedure).
No Go To 2

Disconnect the S/C On/Off Switch 2-way harness connector only.
Measure the resistance across the S/C On/Off Switch.
Is the resistance between 20.3K and 20.7K ohms?
Yes Go To 3
No Replace the On/Off Switch.

182
P1596-SPEED CONTROL SWITCH ALWAYS HIGH Continued

3 Disconnect the upper and lower 6-way clockspring harness connectors per Service All
Information.
Measure the resistance of the (K4) Sensor ground circuit between the upper and
lower 6-way clockspring harness connectors.
Measure the resistance of the (V37) S/C Switch Signal circuit between the upper and
lower 6-way clockspring harness connectors.
Was the resistance above 5.0 ohms for either circuit?
Yes Replace the clockspring.
No Go To 4
4 Connect the Clockspring harness connectors per Service Information. All

Disconnect the Speed Control On/Off Switch 2-way harness connector only.
Measure the voltage on the (V37) S/C Switch Signal circuit in the On/Off Switch
2-way connector.
Yes Repair the short to voltage in the (V37) S/C Switch Signal circuit.
No Go To 5

Disconnect the lower Clockspring 6-way harness connector per Service Information.
Measure the resistance of the (V37) S/C Switch Signal circuit from the PCM harness
connector to the lower Clockspring harness connector.
Yes Go To 6
No Repair the open in the (V37) S/C Switch Signal circuit between
the PCM and Clockspring.
connector to the lower Clockspring harness connector.
Yes Go To 7
No Repair the open (K4) Sensor ground circuit between the PCM and
Clockspring.
7 Disconnect the upper clockspring harness connector per Service Information. All
Measure the resistance of the (V37) S/C Switch Signal circuit from the upper
Clockspring harness connector to the On/Off switch harness connector.
Yes Go To 8
No Repair the open in the (V37) S/C Switch Signal circuit, Clock-
spring to S/C Switch.
183
P1596-SPEED CONTROL SWITCH ALWAYS HIGH Continued

8 Measure the resistance of the (K4) Sensor ground circuit from the On/Off Switch All
2-way harness connector to the upper Clockspring harness connector.
Yes Go To 9
No Repair the open in the (K4) Sensor ground circuit between the
Clockspring and S/C Switch.
Repair
Information.
184
Symptom:
P1597-SPEED CONTROL SWITCH ALWAYS LOW
P1597-SPEED CONTROL SWITCH ALWAYS LOW

When Monitored: With the ignition key on and battery voltage above 10.4 volts.
Set Condition: When switch voltage is less than 0.39 of a volt for 2 minutes.
POSSIBLE CAUSES
S/C SWITCH VOLTAGE BELOW 1.0 VOLT
S/C ON/OFF SWITCH
S/C RESUME/ACCEL SWITCH
CLOCKSPRING SHORTED TO GROUND
(V37) S/C SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
(V37) S/C SWITCH SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND
PCM

With the DRBIIIt, read the S/C Switch volts status.
Is the S/C Switch voltage below 1.0 volt?
Yes Go To 2

tic Procedure).

Disconnect the S/C ON/OFF Switch harness connector.
With the DRBIIIt in Sensors, read the S/C Switch volts.
Did the S/C Switch volts change to 5.0 volts?
Yes Replace the S/C ON/OFF Switch.
No Go To 3
185
P1597-SPEED CONTROL SWITCH ALWAYS LOW Continued

Disconnect the S/C RESUME/ACCEL Switch harness connector.
With the DRBIIIt in Sensors, read the S/C Switch volts.
Did the S/C Switch volts go above 4.0 volts?
Yes Replace the Resume/Accel Switch.
No Go To 4

Disconnect the lower clockspring 6-way harness connector per Service Information.
With the DRBIIIt in Sensors, read the S/C Switch voltage.
Did the S/C Switch volts change to 5.0 volts?
Yes Replace the Clockspring.

No Go To 5

Connect the Clockspring harness connector per Service Information.
Measure the resistance between a known good ground and the (V37) S/C Switch
Signal circuit at S/C ON/OFF Switch harness connector.
Yes Repair the short to ground in the (V37) S/C Switch Signal circuit.
No Go To 6
6 Measure the resistance between the (V37) S/C Signal circuit and the (K4) Sensor All
ground circuit at the ON/OFF Switch harness connector.
Yes Repair the short between the (K4) Sensor ground and the (V37)
S/C Switch Signal circuit.
No Go To 7
Repair
Information.
186
Symptom:
P1682-CHARGING SYSTEM VOLTAGE TOO LOW
P1682-CHARGING SYSTEM VOLTAGE TOO LOW

When Monitored: With the ignition key on and the engine running over 1500 RPM after
25 seconds.
Set Condition: When the PCM regulates the generator field and there are no detected
field problems, but the voltage output does not increase.
POSSIBLE CAUSES
CHARGING VOLTAGE BELOW 15.1 VOLTS
RESISTANCE IN THE BATTERY POSITIVE CIRCUIT
RESISTANCE IN THE GENERATOR GROUND
(K125) GEN FIELD SOURCE CIRCUIT OPEN
(K125) GEN FIELD SOURCE CIRCUIT SHORTED TO GROUND
(K20) GEN FIELD CONTROL CIRCUIT OPEN
GENERATOR FIELD COIL HIGH RESISTANCE
PCM

NOTE: Battery must be fully charged and capable of passing a battery load
test.
NOTE: Generator Belt tension and condition must be checked before
continuing.
NOTE: Inspect the vehicle for any aftermarket accessories that may exceed
the maximum Generator output.
Start the engine.
With the DRBIIIt, read the target charging voltage.
Is the target charging voltage above 15.1 volts?
tic Procedure).
No Go To 2
187
P1682-CHARGING SYSTEM VOLTAGE TOO LOW Continued

With the DRBIIIt in sensors, read the Battery Temp Sensor value.
Using a Thermometer, measure under hood temperature.
Is the temperature within 10 F of Battery temperature?
Yes Go To 3
No Replace the Battery Temperature Sensor.


Measure the voltage between the Generator B+ Terminal and the Battery Positive
Post.
CAUTION: Ensure all wires are clear of the engines moving parts.
Start the engine.
Is the voltage above 0.4 of a volt?
Yes Repair the excessive resistance in the Battery Positive circuit
between the Generator and Battery.
No Go To 4

Warm the engine to operating temperature.
Caution: Ensure all wires are clear of the engines moving parts.
Measure the voltage between the Generator case and Battery Negative Post.
Is the voltage above 0.1 of a volt?
Yes Repair the excessive resistance in the Generator Ground circuit
between the Generator Case and Battery Negative side.
No Go To 5

Carefully inspect all connectors for corrosion or spread terminals before continuing.
With the DRBIIIt actuate the Generator Field Driver.
While backprobing, measure the voltage on the (K125) Gen Field Source circuit at
back of Generator.
Yes Go To 6
No Repair the open in the (K125) Gen Field Source circuit.

188
P1682-CHARGING SYSTEM VOLTAGE TOO LOW Continued

Disconnect the Generator Field harness connector at back of the Generator.
Measure resistance across the Generator Field Terminals at the Generator.
Is the resistance above 15 ohms?
Yes Replace or repair the Generator as necessary.

No Go To 7
7 Measure the resistance between ground and the (K125) Gen Field Source circuit in All
the PCM harness connector.
Yes Repair the short to ground in the (K125) Gen Field Source circuit
and replace the PCM.
No Go To 8
8 Measure the resistance of the (K20) Gen Field Control circuit from the Generator All
Yes Go To 9
No Repair the open in the (K20) Gen Field Control circuit.
Repair
Information.
189
Symptom:
P1685 WRONG OR INVALID KEY MSG RECEIVED FROM SKIM
POSSIBLE CAUSES
NO COMMUNICATION WITH SKIM
SKIM TROUBLE CODES SET
NO VIN PROGRAMMED IN THE PCM
INCORRECT VIN IN PCM
INVALID SKIM KEY NOT PRESENT
PCM

With the DRBIIIt, read the PCM DTCs and record the related Freeze Frame data.
Yes Go To 2
No Go To 7
2 With the DRBIIIt, attempt to communicate with the SKIM. All

Can the DRB IIIt communicate with the SKIM?
Yes Go To 3
No Refer to symptom BUS +/- SIGNAL OPEN FROM SKIM in the

COMMUNICATION category.
3 With the DRB IIIt, check for SKIM DTCs. All

Are any DTCs present in the SKIM?
Yes Repair all SKIM DTCs.

No Go To 4
4 With the DRB IIIt, display the VIN that is programmed in the PCM. All
Has a VIN been programmed into the PCM?
Yes Go To 5
No Program the correct VIN into the PCM and retest.

5 With the DRB IIIt, display the VIN that is programmed in the PCM. All
Was the correct VIN programmed into the PCM?
Yes Go To 6
No Go to SKIM and perform the PCM replaced function to write in

the correct VIN.
190
P1685 WRONG OR INVALID KEY MSG RECEIVED FROM SKIM

Continued
Replace and program the Sentry Key Immobilizer Module per with the Service
Information.
With the DRB IIIt, erase all SKIM and PCM DTCs.
Attempt to start and idle the engine.
With the DRB IIIt, read the PCM DTCs.
Does the DRB IIIt display this code?
Yes Go to SKIM and perform function to write in correct VIN.
No Test Complete.
7 NOTE: This DTC could have been set if the SKIM harness connector was All
disconnected, or if the SKIM was replaced recently.
NOTE: All keys that the customer uses for this vehicle must be tested to
verify they are operating properly.
NOTE: Ensure the customer is not attempting to use a non-SKIM duplicate
key.
Verify the correct VIN is programmed into the PCM and SKIM.
With the next customer key turn the ignition key on and crank the engine to start.
With the DRB IIIt, read the PCM DTCs. Look for P1685
Yes Replace the Ignition Key.

No Test Complete.
NOTE: If this DTC cannot be reset, it could have been an actual theft
attempt.
191
Symptom:
P1686 NO SKIM BUS MESSAGE RECEIVED
POSSIBLE CAUSES
NO SKIM BUS MESSAGES
LOSS OF SKIM COMMUNICATION
PCI BUS CIRCUIT OPEN FROM PCM TO SKIM
SKIM/PCM

With the DRBIIIt, read the PCM DTCs and record the related Freeze Frame data.
Yes Go To 2

tic Procedure).
2 With the DRBIIIt, attempt to communicate with the SKIM. All

NOTE: This test will indicate if the Bus is operational from the DLC to the
SKIM.
Was the DRBIIIt able to communicate with the SKIM?
Yes Go To 3
No Refer to symptom BUS +/- SIGNAL OPEN FROM SKIM in the
COMMUNICATION category.

Measure the resistance of the PCI Bus circuit between the PCM harness connector
and the SKIM harness connector.
Yes Go To 4
No Repair the PCI Bus circuit between the PCM and the SKIM for an
open.
4 Replace the Sentry Key Immobilizer Module per Service Information. All
Display and erase all PCM and SKIM DTCs.
Perform 5 ignition key cycles leaving the ignition key on for 90 seconds per cycle.
With the DRBIIIt, display PCM DTCs.
Does the DRBIIIt display the same DTC?
Yes Replace and program the Powertrain Control Module per Service
Information.
No Test Complete.
192
Symptom:
P1687-NO CLUSTER BUS MESSAGE
P1687-NO CLUSTER BUS MESSAGE

When Monitored: Ignition key on.
Set Condition: No messages received from the MIC (Instrument Cluster) for 20 seconds.
POSSIBLE CAUSES
NO CLUSTER BUS MESSAGE
COMMUNICATE WITH CLUSTER
INSTRUMENT CLUSTER OPERATION
PCM

Cycle the ignition key on for 20 seconds then turn off. Perform this several times.
Does the DTC reset?
Yes Go To 2

tic Procedure).
2 With the DRBIIIt, attempt to communicate with the Instrument cluster. All
Can communication be established with the Instrument Cluster?
Yes Go To 3
No Refer to the Communication Category and perform the appropri-
ate symptom (Diagnostic test) related to no communication with
cluster.
3 Start the engine All

Is the correct engine speed display in the instrument cluster (Tach)?
Yes Replace and program the Powertrain Control Module per Service
Information.
No Refer to the Instrument Cluster Category and perform the appro-

priate symptom.
193
Symptom:
P1692-CLUSTER SOFTWARE MISMATCH
P1692-CLUSTER SOFTWARE MISMATCH

When Monitored: Ignition on.
Set Condition: When the PCM is initialized, it sends out a request to the cluster for Tire
Size, Axle Ratio and T-case data. The PCM does this 3 times, once every 1.87 seconds. If the
Cluster does not respond with the correct information after the third time, this fault will
set in the PCM. The PCM will only request this data upon a NAVRAM reset, initial module
power-up, battery disconnect/reconnect cycle, or manual reset of the module performed
with a diagnostic tool.
POSSIBLE CAUSES
INCORRECT CLUSTER INSTALLED
INCORRECT AXLE RATIO,TIRE SIZE, OR T/CASE INFO

1 If the cluster was previously replace with the wrong part number this fault will set. All
Was the cluster previously replaced?
Yes Install correct Rubicon Cluster.
No Go To 2
2 Verify that the proper transfer case, tire size, and axle ratio are programmed in the All
PCM.
Was the proper information programmed in the PCM?
Yes Set the correct axle ratio, tire size, or transfer case information in
the PCM.
No Test Complete.
194
Symptom:
P1696-PCM FAILURE EEPROM WRITE DENIED
POSSIBLE CAUSES
PCM FAILURE
Repair Instructions:
PCM FAILURE
Replace and program the Powertrain Control Module per Service Information.
195
Symptom:
P1698-NO BUS MESSAGE FROM TRANS CONTROL MODULE
POSSIBLE CAUSES
NO BUS MESSAGE FROM TRANS INTERMITTENT
PCM PCI BUS CIRCUIT OPEN
NO BUS MESSAGE FROM TRANS

Cycle the ignition key on and off several times.
Does the DTC reset?
Yes Go To 2

tic Procedure).
NOTE: This DTC could have been set when the TCM was disconnected
during transmission Diagnostics.

Connect the DRBIIIt and access Powertrain Control Module.
Note: This test checks for other PCI BUS codes. That indicates different
circuits in the BUS.
Is a DTC also set for NO SKIM BUS MESSAGE and/or No MIC BUS MESSAGE?
Yes Go To 3
No Refer to the Communication Category and perform the appropri-
ate symptom related to the no communication with TCM.
196
P1698-NO BUS MESSAGE FROM TRANS CONTROL MODULE Continued

3 With the DRBIIIt, read DTCs. This is to ensure power and grounds to the PCM are All
operational.
NOTE: If the DRBIIIt will not read PCM DTCs, follow the (NO RESPONSE
TO PCM (SCI only)( symptom path, if vehicle will start. For NO START
Conditions follow symptom (NO RESPONSE( in Starting category .
Disconnect the PCM harness connector(s).
Connect the DRBIIIt to the Data Link connector
black test probes.
Connect the scope input cable to the channel one connector on the DRBIIIt. Attach
the red and black leads and the cable to probe adapter to the scope input cable.
Select DRBIIIt Standalone.
Select lab scope.
Select Live.
Press F2 for Scope.
when complete.
Connect the Black lead to the PCM ground. Connect the Red lead to the PCM PCI
Bus circuit
Observe the voltage displayed on the DRBIIIt Lab Scope.
What is the voltage displayed on the scope?
Pulse from 0 to approximately 7.5 volts
Test Complete.
Steady 0 volts
Repair the open PCI Bus circuit to PCM.
197
Symptom:
P1899-P/N SWITCH PERFORMANCE
POSSIBLE CAUSES
DRBIIIt DISPLAYS P/N & D/R NOT IN CORRECT POSITION
TRS T41 SENSE (P/N SENSE) CIRCUIT SHORTED TO GROUND
TRS T41 (P/N SENSE) CIRCUIT OPEN
TRS (P/N SWITCH)
PCM

With the DRBIIIt, read the PNP switch input state.
While moving the gear selector through all gear positions Park to 1st and back to
Park, watch the DRBIIIt display.
Did the DRBIIIt display P/N and D/R in the correct gear positions?

tic Procedure).
No Go To 2

Disconnect the TRS P/N switch harness connector.
Check connectors - Clean/repair as necessary
Measure the resistance between ground and the TRS T41 (P/N Sense) circuit.
Yes Repair the short to ground in the TRS T41 Sense (P/N Sense)
circuit.
No Go To 3
3 Measure the resistance of the TRS T41 (P/N Sense) circuit between the PCM C1 All
harness connector and the TRS harness connector.
Yes Go To 4
No Repair the open in the TRS T41 (P/N Sense) circuit.

198
P1899-P/N SWITCH PERFORMANCE Continued

Connect the TRS (P/N) harness connector.
Move the gear selector through all gear positions, from Park to 1st and back.
While moving the gear selector through the gear positions, measure the resistance
between ground and the TRS T41 (P/N) Sense circuit in the PCM C1 harness
connector.
NOTE: The circuit is grounded in Park and Neutral and open in the other
positions.
Did the display change from above 100 kohms (open) to below 10.0 ohms (grounded)?
Yes Go To 5
No Replace the TRS Assembly (P/N Switch) per Service Information.

Repair
Information.
199
Symptom:
*BRAKE SWITCH SENSE STATUS DOES NOT CHANGE ON DRBIIIt
POSSIBLE CAUSES
DRBIIIt DOES NOT SHOW BRAKE SW PRESSED OR RELEASED
(F32) FUSED B+ CIRCUIT OPEN
(Z1) GROUND CIRCUIT OPEN
(K29) BRAKE LAMP SWITCH SIGNAL CIRCUIT
(K29) BRAKE LAMP SWITCH SIGNAL CIRCUIT OPEN
(K29) BRAKE LAMP SWITCH SIGNAL CIRCUIT SHORT TO GROUND
(K29) BRAKE LAMP SWITCH SIGNAL LESS THAN 10.0 VOLTS
(V32) S/C POWER SUPPLY CIRCUIT BELOW 10 VOLTS AT BRAKE SWITCH CONN
PCM

With the DRBIIIt in Inputs/Outputs, read the Brake Switch state.
Press and release the brake pedal several times.
Does the DRBIIIt display Brake Switch PRESSED and RELEASED?
Yes The Brake Lamp Switch is operating properly at this time.
No Go To 2

Disconnect the Brake Lamp Switch harness connector.
Using a 12-volt test light connected to ground, probe the (F32) Fused B+ circuit at the
Brake Lamp Switch harness connector.
Yes Go To 3
Fused B+ circuit. Inspect the related fuse and repair as necessary.
3 Using a 12-volt test light connect to 12-volts, probe the Brake Lamp Switch ground All
circuit.
Yes Go To 4
No Repair the open in the (Z1) Brake Lamp Switch Ground circuit.
200

Continued
4 Measure the resistance across the Brake Lamp Switch Signal terminal and the All
Ground terminal (measurement taken across the switch).
Apply and release the Brake Pedal while monitoring the ohmmeter.
Does the resistance change from below 5.0 ohms to open circuit?
Yes Go To 5
No Replace the Brake Lamp Switch.

Measure the resistance of the (K29) Brake Lamp Switch Signal circuit.
Yes Go To 6
No Repair the open in the (K29) Brake Lamp Switch Signal circuit.
6 Disconnect the CAB harness connector. All

Measure the resistance between ground and the (K29) Brake Lamp Switch Signal
circuit.
Yes Repair the short to ground in the (K29) Brake Lamp Switch
Signal circuit.
No Go To 7

Connect the CAB harness connector.
Connect the Brake Lamp Switch harness connector.
Brake pedal must be depressed in the next step.
Using a 12-volt test light connected to ground, probe the (K29) Brake Lamp Switch
Signal circuit at the Brake Lamp Switch harness connector.
Is the test light illuminated and bright?
Yes Go To 8
No Replace or adjust the brake switch.


Disconnect the Brake Switch harness connector.
With the DRBIIIt, actuate the S/C Vacuum Solenoid.
Using a 12-volt test light connected to ground, backprobe the S/C Power Supply
Circuit in the Brake Switch harness connector.
Did the test light illuminate brightly?
Yes Go To 9
No Repair the excesssive resistance in the (V32) S/C Power Supply
circuit.
201

Continued
Repair
Information.
202
Symptom:
*CHECKING A/C SYSTEM OPERATION WITH NO DTCS
POSSIBLE CAUSES
A/C CLUTCH RELAY DTC PRESENT
REFRIGERATION SYSTEM NOT PROPERLY CHARGED
HIGH PRESS CUT-OFF SWITCH
LOW PRESSURE SWITCH
A/C REQUEST CIRCUIT OPEN
A/C SELECT CIRCUIT OPEN
A/C CLUTCH COIL
A/C COMPRESSOR CLUTCH GROUND CIRCUIT OPEN
(C3) A/C CLUTCH RELAY OUTPUT CIRCUIT OPEN
A/C CLUTCH RELAY

Is there an A/C Clutch Relay DTC present?
Yes Diagnose the related DTC(s) before continuing.
No Go To 2

Verify that the Refrigerant System is properly charged per Service Procedure.
Is the Refrigerant System properly charged?
Yes Go To 3
No Properly charge the Refrigerant System per Service Information.
3 Verify the High Pressure Cut-Off Switch operation per Service Information. All
Is the High Pressure Cut-Off Switch OK?
Yes Go To 4
No Replace the High Pressure Cut-Off Switch.

4 Verify the Low Pressure Switch operation per Service Information. All
Is the Low Pressure Switch OK?
Yes Go To 5
No Replace the Low Pressure Switch.

203
*CHECKING A/C SYSTEM OPERATION WITH NO DTCS Continued

5 Engine Running. All
Turn the A/C system on and the fan on high.
With the DRBIIIt in Inputs/Outputs, read the A/C request state.
Does the A/C request state change?
Yes Go To 6
No Repair the open in the A/C Request circuit.
6 With the DRBIIIt, read the A/C Select status. All

Turn the A/C Switch on and off a few times.
Does the A/C Select state change?
Yes Go To 7
No Repair the open in the A/C Select circuit.


Disconnect the A/C Compressor Clutch harness connector.
Connect a test light between the ground circuit and the A/C Clutch Relay Output
circuit.
With the DRBIIIt, actuate the A/C Clutch Relay.
Does the test light illuminate brightly on and off with the relay actuation?
Yes Replace the A/C Clutch Coil.

No Go To 8

Disconnect the A/C Clutch harness connector.
NOTE: Check connectors - Clean/repair as necessary.
Measure the resistance between ground and the A/C Compressor Clutch Ground
Circuit.
Yes Go To 9
No Repair the A/C compressor clutch ground circuit for an open.
9 Remove the A/C Clutch Relay. All

Measure the resistance of the A/C Clutch Relay Output circuit between the Relay and
the A/C Clutch Coil connector.
Yes Go To 10
No Repair the open in the (C3) A/C Clutch Relay Output circuit.
10 Measure the voltage on the (A17) Fused B+ circuit in the A/C Clutch Relay connector. All
Yes Go To 11
204
*CHECKING A/C SYSTEM OPERATION WITH NO DTCS Continued

Repair
Replace the A/C Clutch Relay.
205
Symptom:
*CHECKING EVAPORATIVE EMISSION OPERATION WITH NO
DTCS
POSSIBLE CAUSES
FUEL TANK VENT
WIRE HARNESS INSPECTION
VACUUM HARNESS INSPECTION
PURGE SYSTEM CONTAMINATED

Note: Engine must be in closed loop.
With the DRBIIIt, go to Purge Vapors Test. Press 3 to flow.
Note: Short Term Adaptive should change.
Did Short Term Adaptive change?
Yes Test Complete.

No Go To 2

Remove the Purge Solenoid.
Inspect the line from rollover valve to the solenoid.
Is liquid fuel in the line?
Yes Replace the Fuel Tank Vent.

No Go To 3
3 Note: Use the Freeze Frame Data to help you duplicate the conditions that All
set the DTC. Pay particular attention to the DTC set conditions, such as,
VSS, MAP, ECT, and Load.
Note: Visually inspect the related wire harness connectors. Look for broken,
Perform a wiggle test of the Evap Purge Solenoid wiring while the circuit is actuated
with the DRBIIIt. Listen for the solenoid to quit actuating. Also watch for the Good
Trip Counter to change to 0.
Yes Repair wire harness/connectors as necessary.

No Go To 4
206
*CHECKING EVAPORATIVE EMISSION OPERATION WITH NO DTCS

Continued
4 Note: Visually inspect the Evap Purge Solenoid and vacuum harness. Look All
for any chafed, pierced, pinched, or partially broken hoses.
Yes Repair vacuum harness/connections as necessary.

No Go To 5

Remove the Purge solenoid and tap the ports against a clean solid surface.
Did any foreign material fall out?
Yes Replace the purge solenoid and clean or replace the vacuum and
purge lines and Evap canister.
No Test Complete.
207
Symptom:
*CHECKING HARD TO FILL WITH FUEL
POSSIBLE CAUSES
NVLD FILTER PLUGGED
Repair Instructions:
NVLD FILTER PLUGGED

Replace the NVLD filter and clean out the Hoses.
208
Symptom:
*CHECKING THE PCM POWER AND GROUNDS
POSSIBLE CAUSES
PCM FUSED B+ CIRCUIT
PCM FUSED IGNITION SWITCH OUTPUT CIRCUIT
PCM GROUND CIRCUITS

Using a 12-volt test light connected to ground, probe the PCM Fused B+ circuit in the
Yes Go To 2
No Repair the open in the Fused B+ circuit.


Using a 12-volt test light connected to ground, probe the PCM Fused Ignition Switch
Output circuit in the PCM harness connector.
Yes Go To 3
No Repair the open in the Ignition Switch Output circuit.

Using a 12-volt test light connected to battery voltage, probe the PCM ground circuits
in the PCM harness connector.
Yes Test Complete.
No Repair the open in the PCM ground circuit.


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Welcome

2004 TJ Jeep Wrangler

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Powertrain Body Chassis Transmission

UNITED STATES and CANADA

28635 M ound Road, Warren, M ichigan 48092, U.S.A.

M ILLER SPECIAL TOOLS

Telephone 1-800-801-5420 FAX 1-800-578-7375

28635 M ound Road, Warren, M ichigan 48092, U.S.A.

M ILLER SPECIAL TOOLS

Telephone 1-507-455-7320 FAX 1-800-578-7375

0 Lubrication & Maintenance

3 Differential & Driveline

8E Electronic Control Modules

8Q Vehicle Theft Security

13 Frame & Bumpers

21 Transmission and Transfer Case

24 Heating & Air Conditioning

Component and System Index

Service Manual Comment Forms (Rear of Manual)

VEHICLE IDENTIFICATION NUMBER FASTENER IDENTIFICATION

V EH I CLE I DEN T I FI CAT I ON Vehicle Safety Certification Label.

V EH I CLE I DEN T I FI CAT I ON N U M BER DECODI N G CH ART

POSITION INTERPRETATION CODE = DESCRIPTION

POSITION INTERPRETATION CODE = DESCRIPTION

V EH I CLE EM I SSI ON CON T ROL V EH I CLE CERT I FI CAT I ON

Fig. 2 VEHICLE CERTIFICATION LABEL - TYPICAL

Fig. 1 VECI Label Location

Fig. 4 Body Code Plate Decoding

DIGITS 5 THROUGH 8 DIGITS 7 THROUGH 23

Fig. 5 INTERNATIONAL CONTROL AND DISPLAY SYMBOLS

FAST EN ER I DEN T I FI CAT I ON

Fig. 6 FASTENER IDENTIFICATION

Fig. 7 FASTENER STRENGTH

Fasteners and torque specifications references in

DESCRIPTION - THREADED HOLE REPAIR

CON V ERSI ON FORM U LAS AN D EQU I VALEN T VALU ES

MULTIPLY BY TO GET MULTIPLY BY TO GET

COM M ON M ET RI C EQU I VALEN T S

1 inch = 25 Millimeters 1 Cubic Inch = 16 Cubic Centimeters

Refer to the Metric Conversion Chart to convert

Fig. 8 METRIC CONVERSION CHART

Fig. 9 TORQUE SPECIFICATIONS

LUBRICATION & MAINTENANCE

INTERNATIONAL SYMBOLS FLUID CAPACITIES

I N T ERN AT I ON AL SY M BOLS PART S & LU BRI CAN T

Component Fluid, Lubricant, or Genuine Part

Fig. 1 INTERNATIONAL SYMBOLS

FLU I D T Y PES MMT IN GASOLINE

NOTE: Intentional tampering with emissions control

CONTAINER IDENTIFICATION DESCRIPTION - HOAT COOLANT

The cooling system is designed around the coolant.

DESCRIPTION - AUTOMATIC TRANSMISSION OPERATION - AUTOMATIC TRANSMISSION

DESCRIPTION SPECIFICATION Off-road or desert driving

Miles 3,000 6,000 9,000 12,000 15,000

Miles 18,000 21,000 24,000 27,000 30,000

Miles 33,000 36,000 39,000 42,000 45,000

Miles 33,000 36,000 39,000 42,000 45,000

Miles 48,000 51,000 54,000 57,000 60,000

Miles 63,000 66,000 69,000 72,000 75,000

Miles 78,000 81,000 84,000 87,000 90,000

Miles 78,000 81,000 84,000 87,000 90,000

Miles 93,000 96,000 99,000 102,000 105,000

Miles 108,000 111,000 114,000 117,000 120,000